


V 








San Francisco's Ocean Trade 

PAST AND FUTURE 



A Story of the Deep Water Service of San Francisco, 
1848 to 1911. 

Effect the Panama Canal will have upon it. 



BY BENJ. C. WRIGHT 
Author "Banking in California 1849-1 910.* 



A. CARLISLE & CO. 

San Francisco 
1911 






Copyrighted in 1911, By Benj. C. Wright. 






3CI.A297184 



INDEX 



Page 

An appreciative testimonial 5 

Golden Gate opened to commerce 6 

First passenger ship — Soldiers arrive 6 

First big fleet 7 

First steamer in the Pacific 8 

Pacific Coast needs recognized 8 

Big steamship contract 10 

Tribute to the enterprise 11 

Pioneer Pacific fleet 12 

A new link in the service 13 

Last loop of memorable trip 15 

An enthusiastic welcome 15 

First voyage ended 16 

Some cases of gold fever 17 

On California soil at last 20 

Commodities and values 20 

Large buyers of cargoes 21 

The California's passengers 21 

Schedule upset 23 

New commander 23 

First church services 24 

Second Pacific Mail steamer 25 

Prominent passengers 25 

Third Pacific Mail steamer 26 

First year under mail contract 27 

Fate of first three steamers 29 

The other three steamers 29 

Gold seekers on the run 30 

Competition on Panama route 31 

Second year in Panama trade 32 

Ship of State launched 33 

Isthmus service increased 34 

Isthmus passengers for third ysar 36 

Tonnage on the river \ 37 

Events of fourth year c . 38 

Loss of North America 38 

More steamers arrive 39 

Loss of Yankee Blade 41 



ii Index 

Page 

Other changes in first decade 42 

Slow steamer makes fast time 44 

Panama railroad 44 

Suspension of San Juan service 47 

Numerous Isthmus lines 48 

Lull in steamer movement 49 

Retirements in second decade '. 50 

Turn in Pacific Mail affairs 51 

Larger steamers ordered 53 

First iron steamer in Mail line 54 

Losses in Pacific Mail service 57 

Loss of the San Francisco 58 

Loss of the Central America 59 

Loss of the Golden Gate 59 

Other disasters in the line 61 

How vessels end existence 64 

First steam line to China 65 

Pioneer steamer in China line 67 

Opposition in China service 70 

British line for the trade 70 

Perils in the trade 71 

Essentially a California organization 73 

Change in the management 73 

The Big Four steamers 74 

Local agents Pacific Mail 75 

Japanese steam line 75 

Steam service with British Columbia 76 

First steam collier 80 

Disaster on British Columbia route 83 

Loss of Brother Jonathan 84 

Loss of Valencia 87 

Direct steam line to Mexico 87 

Steam line to Hawaiian Islands 91 

Steam line to Australia 97 

Steam line to Society Islands 103 

Steam line to South America 105 

German steam line 107 

Around the world line \\" 109 

American-Hawaiian line 110 

Tramp steamer line 115 

Dollar Steamship Company 119 



Index iii 

Page 

California and Atlantic line 120 

Pacific Coast steam lines 121 

Steamers in sugar trade 128 

Steamers in coal trade 131 

Steamers in lumber trade 132 

Steamers in wheat trade 133 

Steamers in California oil trade 137 

Steamers in general trade 141 

Steamers in whale trade 142 

Tonnage in codfisheries 146 

Tonnage in the salmon fisheries 148 

From forty-nine to eighty-six 149 

The man on the quarter deck 153 

Freight earnings inward 161 

Freight earnings outward 161 

High and low grain charters 162 

Vessels for flour and grain 167 

Time made by grain fleet 168 

Ship's time in port . . . . 170 

Ballast ships in and out 171 

Sources of sail tonnage 173 

Some valuable cargoes . .' 173 

Clipper ships' fast time 175 

Arrivals announced 177 

Steamer day 177 

Merchants' Exchange 178 

San Francisco Chamber of Commerce 179 

Shipbuilding in California 181 

The bay and water front 183 

Solid rock docks 186 

Ocean tonnage arrivals, 1848-1911 .* 187 

Panama Canal 187 

Compensations of the Canal 189 

Other ship canals 191 

Panama-Pacific Exposition 194 

Heavy demand for American ships 196 

Prominent shippers, past and present 196 

Future of American marine 198 

United States Navy at Golden Gate 200 

An American line with a record 200 



Illustrations of the Service. 

Scattered through the book will be found a number of 
illustrations of steamers, all, with one exception, being now 
in the deep water trade of the port. 

The exception is the sidewheeler Golden City, 4,000 tons, 
on the Panama route for account of the Pacific Mail Com- 
pany from 1863 to 1870, when she was wrecked four days 
out from this port. 

The twin steel screw Siberia, 5,655 tons, under Captain 
Zeeder, belonging to the same company, has been in the 
Oriental trade since 1902. 

The twin steel screw Governor, 2,400 tons, built in 1901, 
is in the coast trade of the Pacific Coast Steamship Com- 
pany. 

The steel screw Isthmian, 3,643 tons, built at the Union 
Iron Works in 1908, belongs to the American-Hawaiian 
Company, and is in the direct trade with domestic Atlantic 
ports. 

The steel screw Wilhelmina, 4,400 tons, built in 1909, is 
in the Honolulu sugar trade for account of the Matson 
Navigation Company. 

The iron screw Mariposa, 1,939 tons, owned by the 
Oceanic Steamship Company, is performing a 36-day service 
with the Society Islands. 

The steel screw Tenyo Maru, 7,265 tons, built in Japan 
in 1908, and owned by the Toyo Kisen Kaisha, is in the 
Oriental trade. 

Representative steamers in the oil export trade are the 
steel screw Niagara, 4,400 tons, built in 1908, with a capa- 
city of 3,000,000 gallons, is serving the Standard Oil Com- 
pany. The new steel screw tank steamers, Oleum, 1,738 



tons, and W. F. Herrin, 3,143 tons, are recent arrivals from 
the East, the former serving the Union Oil Company, and the 
latter the Associated Oil Company. 

The Union Iron Works' large dock at Hunter's Point, 
emptied of water, with the United States cruiser Milwaukee 
inside, shows how big vessels can be docked here. 

The Merchants' Exchange is visited by hundreds of 
people daily. It is a 14-story steel structure and the home 
of the San Francisco Chamber of Commerce, the name of a 
corporation recently formed, in which has been merged the 
Chamber of Commerce of San Francisco, the Merchants' Ex- 
change, the Merchants' Association, and the Down Town 
Association, thus making it the largest commercial organiza- 
tion in San Francisco. 






San Francisco's Ocean Trade 

PAST AND FUTURE 



An Appreciative Testimonial. 

To the memory of the numerous throng gone before, 
by whose thoughts, words and acts direct communication 
by the all-water route between the Atlantic seaboard and 
the Pacific seaboard was inaugurated, as well as to the 
long line of their successors, who have since maintained 
and further perfected the same service, and who are now 
engaged in an effort to greatly shorten the route between 
domestic Pacific and domestic Atlantic and European ports, 
in the construction of a ship canal across the Isthmus of 
Darien, the greatest enterprise of the kind ever exploited, 
the accompanying story is most respectfully and most 
gratefully dedicated. 

The pioneers in this ocean service between the Atlantic 
and the Pacific evidently did not fully realize the vast 
importance of their undertaking, as have those who have 
followed them. 

The Pacific West is under great obligations to the 
Atlantic East for its rapid and successful development. 

Seventy years ago there were no Pacific States or Terri- 
tories. Since 1840, the number of States has been increased 
from 26 to 46 and the population of the country from 
17,000,000 to 92,000,000. The six Pacific States which were 
not in existence in 1840 now report a population of 
5,000,000, of which California is credited with 2,377,500. 

In August, 1911, Congress conditionally conferred 
Statehood upon Arizona and New Mexico, with a combined 
population of 532,000. 



6 San Francisco's Ocean Trade — Past and Future 

Golden Gate Opened to Commerce. 

While the first permanent white settlement in San Fran- 
cisco dates from June 28, 1876, there was not much com- 
merce on the waters of the bay for many years afterwards. 

The Mission of San Francisco and the Mission of San 
Jose had each a 30-ton schooner, which had been built at 
Fort Ross by the Russians. After a time both became 
leaky and were abandoned. 

William A. Richardson, who had settled in Sausalito in 
1822, moved to San Francisco in 1835. He offered to put 
the schooners in good condition and carry the freight of 
the Mission for the use of the vessels and their Indian 
crews, which offer was accepted. 

Mr. Richardson at once plunged into the shipping busi- 
ness, with the whole of the southern portion of the bay 
as a field of operations. As there was no Commerce Com- 
mission in existence to fix rates, he charged $1.00 per bag 
for transportation of tallow or 12 x /2 cents apiece for hides 
from any part of the bay to tidewater, where these articles 
were put aboard ship for export. In 1835 and 1836 the 
exports were about 20,000 hides and 1,000 tons tallow, 
hardly enough for a single ship at present. 

First Passenger Ship. 

The Brooklyn was the first ship to enter this harbor 
with any considerable number of passengers. This vessel 
left New York February 5, 1846, bound for Oregon with 
238 passengers, mostly Mormons, under the leadership of 
Samuel Brannan, and put into this port on July 28, 1846, 
just 20 days after the American flag had been hoisted by 
Captain Montgomery of the U. S. sloop Portsmouth, on 
the spot since known as Portsmouth Square. 

In March, 1847, Colonel Stevenson's regiment arrived 



San Francisco's Ocean Trade — Past and Future 7 

from New York on the transports Thomas H. Perkins, Loo 
Choo and Susan Drew. 

The shipping in port at that time consisted of the above 
four vessels, together with the ship Vandalia, a coast 
schooner, a small steam launch and two rowboats. 

The improvements comprised about two dozen buildings 
of various sizes, used for all purposes. The streets were 
four in number — Montgomery along the water front, with 
Kearny to the west, intersected by Clay and Washington. 

This four-square city of Yerba Buena of 1847 looks 
insignificant compared with the San Francisco of 1911, 
with its miles of well-paved streets and its thousands of 
substantial buildings, many of which are the equal of the 
best anywhere. 

First Big Fleet. 

The first record of marine arrivals of much importance 
was for the twelve months immediately following the 
entrance of the Thomas H. Perkins. 

The official report for the year ending March 30, 1848. 
showed 86 marine arrivals, including 4 naval vessels, 15 
whalers, 8 small craft from the Hawaiian Islands and 58 
from domestic Pacific Coast ports. 

How many of these vessels came into port in the last 
nine months of 1847, or how many came in during the first 
three months of 1848, is not definitely known. 

It is probable that the naval vessels and the whalers 
were among the arrivals of 1847. It was customary at that 
time for the Arctic whalers to rendezvous at the Hawaiian 
Islands in the closing months of the calendar year to refit 
for another cruise. Some of these called in here mainly 
for fresh water supply, which was obtained at Sausalito. 

J. W. Marshal made his discovery of gold in January, 
1848, and the news of that discovery undoubtedly reached 
points on the coast and the Hawaiian Islands soon after- 



8 San Francisco's Ocean Trade — Past and Future 

wards, so that many of the merchantmen may have arrived 
in February and March, 1848. 

First Steamers on the Pacific. 

The first mercantile steamers to ply on the Pacific were 
built in England, and arrived at Talcahuna in 1840, having 
made the run from London in about 55 days. They were 
known as the Chile and Peru, each registering about 700 
tons. They were to run between South American ports 
and Europe. 

The first steamer to try the waters of the San Fran- 
cisco bay was a small launch built by the Russians at Sitka 
and brought to this port on the deck of a vessel. 

This vessel made one trip to Sacramento, but on her 
return was outdistanced by an ox team that left that city 
after her departure. 

This event so stunned the pride of the owners that they 
took out her machinery and converted her into a sloop, 
in which form she was more successful. 

The frame of a small steamer intended for service at 
San Francisco was fashioned on board the ship Edward 
Everett which left Boston on January 10, 1849, for the 
Pacific. This experiment was equally unsuccessful, but the 
machinery proved useful in running the first quartz mill 
put in operation in California. 

Pacific Needs Recognized. 

Pacific Coast affairs were not much in the public eye 
in 1840, and there was little appreciation of this end of the 
country at that time. 

Within five years afterwards, however, it was realized 
that some consideration ought to be given to this section. 
At that time there were some white settlements scattered 
up and down the coast, and they wanted some recognition 
from the other side of the continent. 



San Francisco's Ocean Trade — Past and Future 9 

So in 1845 a petition was forwarded to the United States 
Postal Department, requesting the establishment of a mail 
service between New York and Oregon by way of Panama. 

The enterprise contemplated a semi-monthly service 
between New York and Panama and a monthly service 
between the latter port and Oregon, to be performed by 
steamers approved by the Government. 

After some discussion, the claim of the petitioners was 
considered reasonable, and proposals were solicited for the 
service. 

Three responses followed, one for $300,000, one for 
$199,000 and one for $151,000 per annum, and of course the 
lowest one was accepted. 

But neither of the lowest two bidders were able to carry 
out the contract, and it was finally awarded to W. H. Aspin- 
wall, who had been previously identified with business on 
the Isthmus. 

Mr. Aspinwall subsequently interested Gardiner How- 
land and Henry Chauncey in the project, and the result 
was the incorporation in New York on April 12, 1848, of 
the Pacific Mail Steamship Company, with a capital of 
$500,000. 

The act of Congress authorizing the opening of this new 
mail route was passed March 3, 1847. This act was subse- 
quently amended to include San Francisco as a port of 
call on the way to Portland, the subsidy being fixed at 
$200,000 per annum. 

The next step in this movement was a little more dif- 
ficult than the previous ones had been. 

These gentlemen had secured a contract for a service 
for which they had no steamers, and there were no suitable 
ones in existence that could be chartered for that purpose. 
The contract was quite specific and strongly worded in the 
interest of the Government that guaranteed the expenditure 
for carrying the mails. 



10 San Francisco's Ocean Trade — Past and Future 

The steamers were to be built under Government 
supervision, and with special regard to strength, so that 
they might be used for war steamers in case of emergency. 
To this end their construction allowed piercing for guns or 
arrangements on deck for mounted guns. 

Another provision exacted by the Government was that 
the steamer should be placed in command of a captain se- 
lected from the United States Navy. This was an addi- 
tional guarantee that the steamers should be used for Gov- 
ernment service in case of war. 

Nearly all of the early commanders of the Pacific Mail 
Company's steamers were selected from the United States 
Navy; and many selections of that kind were made even 
after the exaction was removed. 

The promoters of the enterprise doubtless looked upon 
these requirements of the Government as unnecessary bur- 
dens, but in the end they proved to be of great value to 
the new steamship company in the untried field it was to 
cover. These commanders knew the ways of the ocean both 
theoretically and practically as few in other professions did. 

Big Steamship Contract. 

Having carefully examined the terms of the contract 
that had been awarded them, and having fully approved 
and accepted the conditions imposed by the same, they at 
once arranged to have three steamers built after the plans 
of the War Department. 

William H. Webb, a well known ship builder, was given 
the order to construct the vessels, and he immediately pre- 
pared his yard for the task. It was a hurry order and he 
was given a fixed time in which to build and equip the 
vessels. 

It is needless to say that Mr. Webb carried out his con- 
tract to the letter. The vessels were to be built after the 



San Francisco's Ocean Trade — Past and Future 11 

same model, each to be of 1,000 tons burthen, with paddle 
wheels for propulsion. 

At that time most of the steamers in service on the 
Atlantic were under 1,000 tons register, so that steamers 
over 1,000 tons were something of a novelty. As each of 
these steamers glided from the ways into the water it was 
pronounced a beauty, staunch, well equipped and excellent 
rating for speed and comfort. 

Under the command of experienced naval officers, the 
service was of the highest type, and the whole outfit was 
a splendid contribution to the marine of the world. 

Tribute to the Enterprise. 

William H. Aspinwall, the founder of the Pacific Mail 
Company, was naturally selected as the first president. At 
the time he was a successful business man, just the kind of 
a man to head an enterprise of this sort. 

It is not remembered how long he held the office of 
president, and it is no reflection on the many other able 
gentlemen who have succeeded him in that important office 
to say that not one has given to the company's service a 
better administration. 

The period of his incumbency was a trying one, as is 
generally the case with the inauguration of great enter- 
prises, but he showed himself equal to the occasion, and his 
influence was felt on the affairs of the company long after 
he had retired from the office of president. 

The enterprise itself was a great undertaking. At that 
time the possibilities of the Pacific Coast were not realized. 
The presence of gold in California was unknown at the 
inception of the enterprise. The subsidy was about the only 
revenue in sight. There was little to hope in the way of 
passenger or freight traffic. The undertaking was little less 
than a leap in the dark. But faith in the unseen was 
eventually rewarded. 



12 San Francisco's Ocean Trade — Past and Future 

Pioneer Pacific Fleet. 

Three steamers can hardly be termed a fleet, but as 
subsequent events have proved, they are entitled to be con- 
sidered the pioneers of a fleet that has made much history 
for the coast. 

These steamers were appropriately christened with the 
names of California, Oregon and Panama. It is said that 
Mr. Webb built only two of these, the first and last named, 
and that it was Mr. Secor who built the Oregon. It is fur- 
ther said that Mr. Webb completed his two before Mr. Secor 
had finished the Oregon. The California registered 1,050 
tons, the Panama 1,058 tons, and the Oregon 1,120 tons. 

The California was the first to leave New York, and she 
started promptly at noon October 5, 1848, for Panama via 
the Straits of Magellan, under the command of Cleveland 
Forbes, a brother of A. B. Forbes, so long and so well 
known in this city. 

A fellow officer of this pioneer commander of the pioneer 
steamer in the mercantile service under the American flag, 
said of Mr. Forbes: "He was as noble and gallant a seaman 
as ever tread the quarter deck or held a quadrant to the 
sun." 

Captain Forbes was taken ill on the voyage to Panama, 
and though a proper subject for a physician's care, insisted 
on looking after his vessel when he ought to have been 
reclining in his stateroom. 

The steamer made several stops before reaching Panama, 
and was therefore much longer on the voyage than expected. 

At Valparaiso Captain Forbes was so ill that a council 
of physicians was called, and it was their verdict that he 
should be relieved from the responsibility of commanding 
the ship. A capable commander was found at Valparaiso 
in the person of John Marshall, then in charge of a ship in 
port en route to China, and he took the California to Panama 




c 
re 
Q. 

E 
o 

O 



San Francisco's Ocean Trade — Past and Future 13 

and thence to San Francisco, Mr. Forbes remaining on board 
as a passenger. 

The California took no passengers from New York except 
two or three privileged characters who were bound to South 
America. The surgeon of the ship was Dr. A. B. Stout, who 
subsequently became a resident of San Francisco. 

The officers of the California little knew what a crowd 
was at Panama waiting their arrival, for the gold fever 
had not become violent at the time of departure from New 
York. 

A New Link in the Service. 

While the California was steaming for Panama via the 
Straits of Magellan, arrangements were being made to send 
a steamer to Aspinwall with the view of making a con- 
nection in some way across the Isthmus to Panama, a dis- 
tance of about 50 miles. How this was to be accomplished 
did not seem to concern the promoters very much. 

The steamer Falcon was selected for this service, and 
she was advertised to leave New York for Aspinwall on 
December 20, 1848. The stories of gold discoveries in Cali- 
fornia had begun to receive some credence, and the Falcon 
had no difficulty in getting her berths filled. 

In fact, the rush for passage seemed to be anticipated, 
for the time of departure was advanced from the 20th to 
the 1st of December. It was decided to put to sea at noon 
on the latter date, and within five minutes after the hour 
had struck, Captain Miles T. Thompson gave the order to 
cast off the lines, and she immediately proceeded out of the 
river to the sea. Two hours later she passed the steamers 
Oregon and Panama, the former on her trial trip and the 
latter returning to port disabled. 

Among the passengers on the Falcon were several 
females, including the captain's wife, her maiden sister, and 
the wife of the young Baptist missionary, Rev. 0. C. 



14 San Francisco's Ocean Trade — Past and Future 

Wheeler, then being sent out to the coast by the American 
Baptist Home Mission Society. 

A good story of Wheeler in this connection has been told. 
He was fresh from college, and had been settled over a 
growing church for about a year. The officers of the Home 
Mission Society invited him to go to California. He told 
them he would not give up his pastorate for the highest office 
in the gift of the people. However, after much persuasion, 
he was prevailed upon to go. The next thing was to secure 
passage on the Falcon. This was on the 18th of November. 
The parties were surprised when they found the date for 
sailing had been changed to December 1st, and Wheeler 
was asked if he could get ready for such a voyage on such 
short notice. His reply was: "After all I have sacrificed 
in accepting the offer, I will go even if the steamer should 
sail to morrow. " 

Most of the Falcon's passengers were seasick just after 
starting, but the weather on the third day out was pleasant. 
This was Sunday, and in the afternoon religious services 
were held. Only two of the four clergymen on board were 
well enough to take part. The service was conducted by 
Rev. Sylvester Woodb ridge and the Rev. 0. C. Wheeler. On 
the following Sunday, Wheeler preached from the words: 
"I have sworn, and I will perform it, that I will keep thy 
righteous judgments." 

The Falcon finally landed her passengers and then came 
the most difficult part of the voyage — that of crossing the 
Isthmus of Panama. 

Boats or canoes were used on the Chagres river to Gor- 
gona, or within eighteen miles of Panama, and the remainder 
of the way was either made on foot or on the backs of mules. 
Two of the lady passengers went across on mules, man 
fashion, in a drenching rain, and were received with great 
demonstrations at Panama. 



San Francisco's Ocean Trade — Past and Future 15 

Last Loop of Memorable Trip. 

The Falcon's passengers had to wait twenty-five days at 
Panama for the arrival of the California. In the meantime 
others had arrived at Panama from New Orleans and other 
southern ports en route to California. This was due to the 
fact that three days after the departure of the Falcon from 
New York the discovery of gold in California was made 
public by President Polk in his message to Congress. 

The officers of the California found the accommodations 
of the steamer overtaxed, but did the best they could and 
pulled away from Panama as soon as possible. 

The only event of any importance on the way up from 
Panama arose from the fear that the coal would give out 
before port was reached. This fear was partially realized, 
for when off Monterey, in a dense fog, orders were given to 
burn the lumber used in making temporary berths. How- 
ever, a further search found some coal in an unexpected 
quarter of the vessel, and what threatened to be a danger was 
averted. After a slow and cautious trip of twenty-eight 
days from Panama, the steamer California passed through 
the Golden Gate. Since then the trip has been made in less 
than one-half of that time. 

An Enthusiastic Welcome. 

Never was a merchant steamer received at this port more 
royally or enthusiastically. Of course when General Grant 
arrived here on the Pacific Mail steamer City of Tokio from 
Hongkong in September, 1879, on his famous trip around 
the world, there was a grander display among the shipping 
in the port and throughout the city, because there was more 
material out of which to make a demonstration. 

But on the occasion of the entrance of the steamer Cali- 
fornia on February 28, 1849, the city turned out to the very 
limit of its population to bid her welcome. 



16 San Francisco's Ocean Trade — Past and Future 

It was a beautiful morning as she was descried in the 
offing, and the sides of Telegraph Hill and the vicinity of 
Clark's Point, where the vessel was to anchor, were eagerly 
taken possession of by the excited citizens. 

The passengers on the steamer were all on deck, peering 
anxiously at every object in the bay and on the land. 

It so happened that five American warships were anchored 
off Alcatraz Island. These were of different sizes, the small- 
est being the most outward. 

The California steamed cautiously in, and then circled 
in and out among these warships, receiving salutes from 
guns on alternate sides of each vessel as she passed, accom- 
panied with the dipping of flags and other demonstrations of 
joy, all of which were right cordially answered by the Cali- 
fornia's passengers. 

The flagship of this small fleet was the Ohio, the largest 
of them all, and then regarded as the pride of the United 
States Navy. On the quarter-deck of the Ohio, in full dress 
uniform, with all the courtesy and dignities of the highest 
type of the navy, and directing the movements of all the 
warships in this splendid ovation, stood Commander Jones, 
bowing gracefully and waving salutes in all directions. 

As the California rounded the Ohio, the last of the fleet, 
her monster guns belched forth their peals of welcome, and 
ere the smoke had cleared the decks the order of Commander 
Jones rang out loud and clear: 

"Man the yards." In response to this order 1,500 as 
noble seamen as could be found in the United States Navy 
immediately ran aloft and filled the air with their cheers. 

First Voyage Ended. 

After this short spectacular marine display, the steamer 
California came to anchor off Clark's Point, near the north- 
easterly base of Telegraph Hill. There were no piers at 



San Francisco's Ocean Trade — Past and Future 17 

deep water where vessels could tie up at that time, and this 
spot was chosen for the purpose of debarkation. 

The shallow water from this cove then extended to the 
intersection of Jackson and Montgomery streets, an area 
since covered with massive buildings for various kinds of 
business, including the Customs House and Appraisers Build- 
ing, and for many years the general postoffiee. 

The voyage from New York to San Francisco via the 
Straits of Magellan and Panama had consumed just 145 days. 
Afterwards many sailing vessels from New York to San 
Francisco via Cape Horn, made much better time than that. 

The time by steamer from New York via Aspinwall, the 
Chagres river and Panama on this first through trip to San 
Francisco was 89 days. This included a wait of 25 days at 
Panama for the steamer California. 

Same Cases of Gold Fever. 

In the sense here used, this is not a new disease. People 
have been more or less afflicted with it from time immem- 
orial, and it is doubtful if it ever will be eradicated. 

When the steamer Falcon left New York there were 
stories of the finding of gold in California, and some of 
those who took passage on that steamer had more or less 
faith in these stories, but there was not much enthusiasm 
over the matter on the trip from New York to Aspinwall. 

There was a material change in the situation upon the 
arrival of these passengers at Chagres. At the hotel there 
the landlord exhibited in a confidential way to a few 
acquaintances a four-ounce vial of gold dust which he alleged 
came from California. 

This worked like a charm. Canoes for ascending the 
Chagres river were in great demand, as everybody was anx- 
ious to get to Panama as soon as possible, as the steamer Cali- 
fornia was supposed to be due there on the 5th of January. 



18 San Francisco's Ocean Trade — Past and Future 

It is strange what effect four ounces of gold dust will 
have on people under certain circumstances. Stranger still, 
how that quantity of California gold dust reached Chagres 
at that early date. 

Nevertheless, it had a good effect on the canoe business. 
These canoes were chartered at from $40 to $60, including 
poling by the natives from Chagres to Cruces. One of these 
dugouts was of mahogany, three feet through and twenty feet 
long, and the crew consisted of four natives. 

Ordinarily indolent, the natives just then seemed to be 
more than usually inactive. They were evidently on the job, 
and looking for tips. They had to be urged by all sorts of 
methods, and sometimes by the exhibition of firearms. They 
made frequent stops to bathe and otherwise refresh them- 
selves. 

Those who have since crossed the Isthmus under more 
favorable conditions do not wonder at the lack of energy on 
the part of those who have to exist in that sultry climate. 

Before all the passengers by the Falcon reached Panama 
it was reported that there were 1,500 people at Chagres wait- 
ing the opportunity to get across the Isthmus in the absence 
of canoes and other means of transportation. How these and 
still later arrivals fared at the hands of the canoe managers 
is another story. 

In view of what was learned at Panama, the delay in the 
arrival of the California at that point was extremely irritat- 
ing. The crowd became very restless, especially during the 
latter part of the wait. The slow passage of the steamer up 
was equally if not more exasperating. 

As soon as the California anchor was dropped off Clark 's 
Point, she was surrounded by a swarm of small boats, while 
those in charge of them were as eager to take the passengers 
ashore as they were to be taken off. 

While these arrangements were in progress volleys of 



San Francisco's Ocean Trade — Past and Future 19 

questions and answers were fired from the small boats to 
the deck and from the steamer's deck to the small boats. 

The burden of this volley related to the truthfulness of 
the stories concerning the finding of gold in California, in 
what section the discoveries had been made and the extent 
and value of the deposits. 

In reply the immigrants were told that what they had 
heard about the discoveries was true, but the half had not 
been told, as the yield already was running into the millions. 
The large number of vessels in the harbor and the numerous 
tents on the shore confirmed the statements. 

Gold was discovered in California in January, 1848, by 
James W. Marshal, an American employed by General Sutter 
in building a saw mill to be driven by water power at Coloma, 
45 miles northeasterly from Sacramento. News of the find 
was pretty generally believed in San Francisco in March, 
1848. At that time the population was 812. In the follow- 
ing month the town was deserted, as everybody had gone to 
the locality where the discovery had been made. Town lots 
in San Francisco could then be bought for a song, but there 
was no one left to furnish the song, or to enjoy the singing. 

In the winter of 1848, when some of the people returned 
from the mines to San Francisco with means to buy lumber 
and build houses, they found their lots worth from five to 
ten times as much as they were in the preceding April, and 
the enhancement of value was really a greater fortune to 
them than what they had secured in their absence of four 
months at the mines. 

It was these people and such as these that the passengers 
on the steamer California conversed with from the deck at 
anchor and as they clambered down the sides into the small 
boats that were to take them ashore. 



20 San Francisco's Ocean Trade — Past and Future 

On California Soil at Last. 

Right glad were the passengers by this pioneer steamer to 
place their feet again on terra firma, and especially in Cali- 
fornia. 

It is related of one of these, a bluff old gentleman, as he 
reached the shore in one of the boats and threw out his 
valise, that he noticed a man he thought was looking for a 
job, and proffered him a half dollar with the request to take 
his baggage to the hotel. In the true California style of the 
pioneer days, the spirit of which still lingers, the man hailed 
for the service plunged his hand into his pocket, and taking 
out two half dollars, threw them at the feet of the newly 
arrived with the remark, ' ' Carry it up yourself. ' ' 

On their way up town, the passengers were much amused 
at what they saw and heard. Passing a restaurant they read : 
"Potatoes served every day." It seems that the supply of 
the tubers had become exhausted a few days previously, but 
that a new lot had just come in from some source, and so 
they again appeared on the bill of fare. They were about as 
large as English walnuts and sold at $1.50 per pound. 

Commodities and Values. 

Prices of all commodities were naturally high in the 
spring of 1849, as they had to be brought in from Oregon, 
Mexico and the Hawaiian Islands. 

Eggs were $12 per dozen. A gentleman who had just 
sold a dozen at that figure, when subsequently told that 
eggs had advanced, raised his price to $9 for the last half 
dozen on hand. The price of lumber was $450 per thousand 
feet. 

A consignment of tea was put in auction by C. V. Gilles- 
pie. There was a good attendance of interior buyers, all 
anxious to get some part of the lot. The cargo was offered 
in lots of 10 chests, with the privilege of calling for as much 



San Francisco's Ocean Trade — Past and Future 21 

more as the successful bidder desired. The first lot was 
knocked down to a man who was whittling and apparently 
uninterested in the sale. When asked how much he would 
take, without looking up he replied, "the whole cargo." 
The buyer was Samuel Brannan, then looked upon as one 
of the old residents, as he had been in the town since July, 
1846, when he arrived at the head of a colony of 238 pas- 
sengers. 

Large Buyers. 

Cargo purchases by a single individual were quite com- 
mon in the pioneer days of San Francisco. Infrequent arri- 
vals of supplies made it comparatively easy to create corners 
in special lines of merchandise. 

As the people were dependent upon water transportation 
for most of their goods, it was easy to keep a record of 
vessels en route with cargoes. It was only when the 
unexpected happened that there was an upset in calculation. 

One instance of the last named kind may be mentioned. 
The lookout reported a vessel in the offing, one that had 
not been expected. Two would-be buyers jumped into their 
boats to board the incoming vessel. One of these secured 
the lead of the other and maintained it in the race. As 
soon as he came within hailing distance he shouted, "Have 
you woolen shirts?" 

The skipper replied in the affirmative and named the 
quantity as 100 dozen. He was then asked what he would 
take for his entire cargo, whatever it was. "A hundred 
per cent over cost in New York." "It is a bargain," said 
the young boatman, "and here is $100 to bind it." The 
buyer was C. L. Ross, and the speculation was a good one 
for him. 

The California's Passengers. 

Among these were four clergymen. At least two of 
these took passage at New York on the Falcon, which sailed 



22 San Francisco's Ocean Trade — Past and Future 

on December 1, 1848. These were Sylvester Woodbridge, 
Presbyterian, and O. C. Wheeler, Baptist, the last named 
being accompanied by his wife. The other two were Con- 
gregationalists, and their names were J. W. Douglas and 
S. H. Willey. 

Mr. Woodbridge died while acting as pastor of the 
Woodbridge Presbyterian Church in this city, named in 
his honor. Mr. Douglas did some missionary work on the 
coast, was at one time connected with the denominational 
paper and was quite a botanist. The Douglas fir of Oregon 
was one of his discoveries. He returned to the East, where 
he died. Mr. Wheeler organized and was the first pastor 
of the First Baptist Church of San Francisco at a salary 
of $10,000 per annum, but this stipend was only for a 
temporary period. He had good executive ability and 
was a strong preacher. He died many years ago. Mr. 
Willey was at one time pastor of the First Congregational 
Church in San Francisco and has always been one of the 
most beloved in church and educational circles. He retired 
from active service some years ago, and celebrated his 
ninetieth birthday anniversary in March, 1911. 

Among other passengers by the same steamer were 
Captain Elliott and his wife, General Persifer S. Smith, 
Captain R. W. Heath, Major Fitzgerald, William Van Voor- 
hees, H. F. Williams, D. W. C. Thompson, Major Canby, 
Alexander Austin, Eugene Sullivan, E. T. Batters, Alfred 
Eobinson, Mallachi Fallon, R. M. Price, Pacificus Ord, Levi 
Stowell, Cleveland Forbes. 

There were still others as worthy of mention as the 
above, but their names are not recalled. Many of the above 
subsequently became prominently identified with the his- 
tor}^ of the city and State. General Smith came to assume 
command of the American forces on the Pacific Coast. 

Dr. A. B. Stout, surgeon of the steamer, subsequently 
organized some of these passengers as the "First Steamship 



San Francisco's Ocean Trade — Past and Future 23 

Pioneers," and was chosen president, with H. F. Williams 
as secretary. 

On the 25th anniversary of the arrival of the California, 
February 28, 1874, the Pacific Mail Company kindly placed 
the old favorite steamer at the disposal of the "First Steam- 
ship Pioneers" for an excursion around the bay. The 
steamer was gaily trimmed for the occasion, and with music, 
songs, speeches and a dinner a happy reunion was enjoyed. 

Schedule Upset. 

The contract called for a monthly line from Panama to 
Portland, Oregon, via San Francisco. That contract would 
have been literally carried out but for the gold discovery 
in California. The pioneer steamer under this schedule 
did not get to Portland, nor did she go further north than 
San Francisco. 

No sooner had the passengers gone ashore with their 
luggage and hurried off to the mines near Sacramento than 
they were followed by the crew, every man of them, and 
without any regard to the wages due them. The temptation 
to get gold by simply washing a little sand was too much 
as compared with the paltry wages for braving the dangers 
of the ocean. 

But the desire to leave the steamer did not end with the 
leave-taking by the crew. The panic engulfed the officers 
as well, from the lowest in rank up to the captain. When 
these facts came to the knowledge of Mr. Forbes, who was 
in command from New York to Valparaiso, he prevailed 
upon Fred Foggin, one of the assistant engineers, to remain 
in charge of the steamer. 

New Commander. 

This condition of things was immediately reported to 
the head office of the company at New York, and as soon 



24 San Francisco's Ocean Trade — Past and Future 

as possible thereafter a new commander for the steamer 
California was sent to the coast. The man selected for this 
service was Captain Budd of the United States Navy. 

Too much time had been consumed in getting the steamer 
to San Francisco, in connection with the additional delay 
incident to the desertion of the crew and officers, to think 
of completing the voyage by proceeding to Portland. In 
fact, the time fixed for the return trip had already expired, 
and the trip for the California had therefore to be omitted 
altogether. 

Immediately upon his arrival, Captain Budd assumed 
charge of the California and started to put things in order 
and to secure the necessary supplies and a crew. This was 
not an easy matter at that time, and the outfitting for the 
return voyage to Panama was an expensive one. 

First Church Services. 

If the first gold seekers in California did not turn out 
to church services as well as the preachers desired, they 
were noted for many helpful deeds to the needy and a gen- 
rosity that was at once both spontaneous and chivalrous. 
Many a poor fellow was helped without knowing who 
helped him. 

There were no Protestant church edifices in San Fran- 
cisco in the spring of 1849. Mr. Wheeler preached in a 
private house on the Washington street hill, near Stockton 
street. For the first few Sundays not more than half a 
dozen persons attended the services. His first Sunday school 
consisted of three, one of whom was the son of General 
Geary. 

As soon as a temporary structure was prepared, the 
attendance increased. The congregation was unique, nearly 
all men and under forty, including miners in flannel shirts 
and long boots, with unshaven faces, business men in gar- 
ments of all sizes and fashions, and here and there a woman 



San Francisco's Ocean Trade — Past and Future 25 

who, then as now, but more then than now, divided the 
attention of the congregation between herself and the 
minister. 

Second Pacific Mail Steamer. 

As originally planned, the steamer Panama was to have 
followed the California from New York, but owing to an 
accident on her trial trip she was detained for repairs, and 
the Oregon, the third and last of those first ordered for the 
new line, was substituted. 

The Oregon left New York early in December, 1848, 
taking the same route as her predecessor. She was under 
the command of R. H. Pearson of the United States Navy. 

Arriving at Panama, she took the passengers that left 
New York by the steamers Falcon and Crescent City for 
Aspinwall February 1st and 5th. The former called at a 
port on the way, and both arrived at Chagres about the 
same time. 

The Oregon arrived at San Francisco on April 1, 1849. 
Captain Pearson had been informed of how the crew of the 
California had deserted the ship immediately upon arrival 
for the mines, and he therefore took the precaution to 
secure his crew beyond escape as he came to anchor. His 
naval experience no doubt prompted this action, and the 
effect of his discipline made the task an easy one. 

Prominent Passengers. 

The Oregon brought 250 passengers, many of them more 
or less prominent in the varied walks of life, while others 
attained notoriety after landing. A full list is not at hand. 

Those remembered embraced Capt. L. M. Goldsborough, 
who afterward became a commodore, Dr. A. J. Bowie, Major 
R. P. Hammond, Dr. George F. Turner, Captain (afterward 
General) E. D. Keyes, Frederick Billings, F. D. Atherton, 
John Benson, A. K. P. Harmon, Rev. Albert Williams, Dr. 



26 San Francisco's Ocean Trade — Past and Future 

Horace Bacon, D. N. Hawley, Captain M. R. Roberts, E. B. 
Vreeland, Dr. W. F. Peabody, John W. Geary, George H. 
Beach, William M. Lent, John T. Little, David Fay, J. 
Co well, Samuel Blake, John T. Wright, A. J. Morrell. 

Rev. Albert Williams was one of the organizers and the 
first pastor of the First Presbyterian Church of this city, 
a position he long retained. 

John W. Geary was San Francisco 's first postmaster, and 
afterward first alcalde or mayor of the city. This was on 
August 1, 1849. In his first message, Mayor Geary called 
attention to the fact that the local government was without 
a place for the transaction of its business, without police 
and without means for the care of the indigent sick and the 
burial of paupers. 

Third Pacific Mail Steamer. 

The third steamer to arrive on the new line was the 
Panama. She took the same course from New York as the 
two that had preceded her, and arrived at San Francisco 
on June 4, 1849, under the command of Captain Bailey. 
She made the trip from Panama up in 17 days, against the 
California's trip of 28 days. 

The Panama brought 290 passengers. Among these were 
Hall McAllister, William M. Gwin, Edward Pooley, John A. 
Collins, Samuel Ward, F. F. Low, Joseph Hooker (afterward 
General), Henry B. Livingston, E. W. McKinstry, G. H. 
Derby, J. H. Jewett, E. V. H. Cronise and John V. Plume. 

Among the lady passengers by the same steamer were 
Mrs. Robert Allen, wife of Major General Allen, Mrs. John 
C. Fremont and Mrs. Alfred de Witt. 

At San Diego the steamer landed the commissioners 
selected by the Government to locate the boundary line 
between Mexico and the United States. John B. Weller of 
Ohio, subsequently Governor of California, was chief of the 
commission. 



San Francisco's Ocean Trade — Past and Future 27 

Still another Governor of California was found among 
these passengers in the person of F. F. Low, who also became 
Minister to China and Superintendent of the United States 
Mint in this city, besides being one of the managers of a 
local bank. 

Hall McAllister and E. W. McKinstry were prominent 
attorneys in their day, and the latter was elevated to a 
judgeship. 

William M. Gwin was the first person chosen to repre- 
sent California in the United States Senate, and was promi- 
nent in the political life of the State for years. 

William M. Lent and E. V. H. Cronise took considerable 
interest in mining affairs. 

Joseph Hooker took an active part as a General in the 
Civil War. 

The Panama called at Rio on the way out from New 
York. Mr. Lynde of this city, who was at Rio at the time, 
noticed many vessels fitting out at that port for San Fran- 
cisco, and taking from fifty to two hundred passengers. 
This exodus astonished the Brazilians, not only . in the 
number departing, but also in the high character of the 
emigrants. 

First Year Under Mail Contract. 

Under the contract with the Government, the Pacific 
Mail Company was to maintain a monthly line between 
Panama and the coast for a consideration of $200,000 per 
annum for carrying the mails. 

In view of the many obstacles that had to be overcome 
during that first year, some of which were entirely 
unexpected, it must be said to the credit of the company 
that eleven trips were made by the steamers under its con- 
trol. There were also three other steamer arrivals from 
Panama in the same year. The record arrivals from Panama 
in 1849 were as follows : 



28 San Francisco's Ocean Trade — Past and Future 

ARRIVED. STEAMER. NO. PASSENGERS. 

February 28 California 250 

April 1 ..Oregon 250 

June 4 .Panama 290 

June 13 Oregon 323 

July 15 California , 260 

August 18 Panama 328 

September 18 Oregon 412 

October 3 McKim 113 

October 10 California 339 

October 27 Senator 160 

October 31 Unicorn 166 

November 1 Panama 320 

December 1 Oregon 444 

December 29 California 304 

These steamers landed 3,959 passengers at San Fran- 
cisco in the last ten month of 1849. 

The first trip of the California was made in 28 days, 
while the three subsequent ones in the same year were made 
in 22 to 23 days. The Oregon made her four runs up in 
20 to 21 days. The first trip of the Panama was covered 
in 17 days and the other two in 20 to 21 days. 

The steamers McKim and Senator were sent out here on 
speculation. The former was a small boat and a slow sailer, 
and was about 30 days on the trip. The Senator came up 
in 21 days. 

The Unicorn was formerly in the Atlantic trade, a Brit- 
ish steamer in the Cunard line, and was chartered by the 
Pacific Mail Company for service between Panama and San 
Francisco. She was 650 tons register, and though much 
smaller than those in the employ of the company, had more 
cabin room and was therefore better adapted to the passen- 
ger traffic. 

Subsequently added passenger accommodations were 
placed on the hurricane decks of the three steamers owned 
by the company. The Unicorn was brought into port by 
Captain Lapidge, and had a long run of 35 days from 
Panama. 




c 
re 

a. 

£ 
o 
O 



co 



San Francisco's Ocean Trade — Past and Future 29 

Fate of First Three Steamers. 

It must be said to the credit of the builders of the first 
three steamers for the Pacific Mail Company, as well as to 
those in charge of the same during their service in the 
Panama trade, that none of them came to an untimely end, 
nor did they ever meet with a serious disaster. 

The steamer Panama was the first to retire from service. 
Her machinery was removed in 1865, and the hulk was sent 
to Central America for storage purposes in connection with 
the coffee trade. 

The steamer Oregon was sold in 1869 to a local lumber 
firm, her machinery removed, and she was then converted 
into a bark bearing the same name, in which capacity she 
did service for several years in the lumber carrying trade 
between Puget Sound and this port, and it was while 
employed in that trade that she was wrecked. 

The steamer California made her last trip as a steamer 
from San Diego, arriving here November 17, 1875. Soon 
afterwards her machinery was removed and the hulk was 
sold to N. Biehard. She was then bark rigged, and was for 
many years engaged in the coal and lumber trade. 

The Other Three Steamers. 

A good story is told of the steamer McKim. She was a 
propellor of 327 tons register, and in the summer of 1848 was 
in the harbor of New Orleans. When the story of the discov- 
ery of gold reached that city it elicited much interest. Some 
printers took in the situation and looked about for some 
means of transportation. It was ascertained that the McKim 
could be bought for $4,000 and that $4,000 more would fit 
her for the voyage. Eighty volunteers were solicited, each 
to contribute $100 and buy the McKim. 

This plan having failed, the owner fitted her out himself 
and started for San Francisco via Panama, arriving here 



30 San Francisco's Ocean Trade — Past and Future 

October 3, 1849. She was well adapted to river navigation, 
and was just the kind of craft needed at that time for the 
river service between San Francisco and Sacramento. 
Though not a fast sailer she could make a trip of 120 miles 
in 14 hours, and so could make the run up every alternate 
day. She was sold for $60,000, and in three weeks after her 
arrival was in the river service, carrying passengers at $30 
for the trip and freight at equally good rates. 

The Senator was in the Boston trade before coming here. 
She was a side-wheeler of 750 tons register, and a fast sailer, 
and upon arrival was immediately placed on the Sacramento 
route, alternating with the McKim, thus forming a daily and 
satisfactory service between the two points. She was under 
the command of Captain Van Pelt. 

On one of her trips in November, 1849, she carried 250 
passengers up the river. Later, other steamers were put in 
the river trade, and by the end of 1850 there were 21 steamers 
in that trade. 

Subsequently the Senator was placed on the coast trade, 
both north and south of this port, and in the meantime she 
also made several trips to Panama. 

She had a variety of owners, and was at one time the 
property of the Pacific Mail Company. She was best remem- 
bered in the coast trade. She was a good earner and com- 
fortable carrier. She made her last trip to this port under 
steam on May 8, 1882. Soon after, her machinery was 
removed and the hull was bark rigged by Auckland parties 
who had purchased the same. She was loaded and sent to 
Auckland in 1884. 

The British steamer Unicorn was returned to England at 
the close of 1851. 

Gold Seekers on the Run. 

Emigration to California in 1849 was on a large scale. 
These emigrants represented all classes and conditions, and 



San Francisco's Ocean Trade — Past and Future 31 

they came from all sources, domestic and foreign. The 
steamer service from Panama was entirely inadequate to the 
demand. 

Nearly every steamer from Panama for San Francisco in 
1849 left more passengers behind than it took. Even as late 
as November of that year the Oregon left 400 passengers 
behind at Panama, although she brought 444 on that trip, the 
largest list of any steamer for the year. In this list were 
thirteen females, an unusually large number. 

Fortunately, all who desired to come to California in that 
year did not have to depend on the Panama steamers. Every 
sail vessel on the Atlantic Coast that could be pressed into 
the service was secured and headed for the Pacific. While 
these vessels were not fitted up for carrying passengers, they 
all took as many as they could find any kind of room for. 

Of the immigrants who arrived at San Francisco in 1849 
it was estimated that 35,000 came by sea, to which should be 
added 3,000 sailors who left their ships here. Land arrivals 
for the same year were put down at 42,000 and the population 
of the State at the close of the year was 100,000. 

Competition on Panama Route. 

Increased activity in entering tonnage for San Francisco 
was noted at the very beginning of the year 1850. A new line 
via Panama was started by George Law of New York. The 
Pacific Mail also increased its fleet. 

George Law placed in the service the steamers Isthmus, 
New Orleans and Republic. The Pacific Mail added the Ten- 
nessee, Columbia, Northerner and others. 

In addition, outside parties sent out some steamers direct 
from New York. Some of these made one or more trips to 
Panama and others went into the river and coast trade. It is 
probable that some of the steamers in the last named trade 
came out under sail and had their machinery installed upon 
arrival, as the imports included boilers and engines. 



32 San Francisco's Ocean Trade — Past and Future 

Some of these small steamers not noted in the arrivals 
direct from any point bore the names of Captain Sutter, 
Chesapeake, Eudora, Goliah, Sea Gull, Mint, and West 
Point. They were too small for long voyage business, but 
quite useful in the inland waters. 

Second Year in Panama Trade. 

From six steamers engaged in the Panama trade in 

1849, the number rose to 21 in 1850 and from 14 trips in 
1849 there were 41 trips in 1850. With one exception, all 
of the 21 steamers brought passengers on every up trip, 
the number varying from 22 to 495, while the total number 
was 7,118, against 3,959 in 1849. 

The smallest number of passengers was by the British 
steamer Sarah Sands, chartered by the Pacific Mail, which 
arrived on her first trip December 17, 1850, with 22 pas- 
sengers. 

The steamer Tennessee, on her first arrival, April 14, 

1850, brought 495 passengers, or 75 in excess of the North- 
erner, the next largest carrier. On her second trip the 
Tennessee had only 195, on her third trip 7 and on her 
fourth trip 65. 

The steamer Isthmus made four trips, as did the Cali- 
fornia and Panama. The Northerner and Oregon made 
three trips, and the Carolina, Columbus, New Orleans and 
Republic each two. All the others made only a single trip. 
The steamer Confidence came up in ballast. The Columbia 
was a side-wheeler which went into the Oregon trade, while 
the Columbus was a propellor. 

The Equador was a British tramp steamer, which 
returned to South America in 1851. 

The Gold Hunter, New World, and Antelope went into 
the Sacramento river trade. The Antelope was a Staten 
Island boat. The New World was brought out by Ned 



San Francisco's Ocean Trade — Past and Future 33 

Wakeman, who remained in command for a time after she 
went into the river trade, but later returned to deep water 
service. 

The steamers Confidence and Ohio came round the 
Horn under sail, the former in a passage of 7% months 
and the latter in a trip of 145 days. The Republic of 
George Law's line was brought out by Captain Hudson, and 
the propellor Constitution by Lieutenant Bissell of the 
United States Navy. 

The British propellor Sarah Sands was in the Atlantic 
trade. A gentleman from this city was at the Battery in 
New York upon her first arrival from Europe, when she 
was gaily decorated and attracted much attention. It was 
his opinion that she was the first iron steamer in the service. 

Despite this large amount of steamer tonnage in the 
Panama trade in 1850, the steamer California on her last 
trip for that year reported 45 sail vessels at Panama, most 
of which were entered out for San Francisco. 

Ship of State Launched. 

Perhaps the most important event of 1850 was not any 
one or even all that have been mentioned in this story. 

The real event of that year was the admission of the 
State of California into the Union. At the general election 
in November, 1849, a State Constitution was adopted and 
Edward Gilbert and George W. Wright of San Francisco 
were chosen Congressmen. At the meeting of the Legis- 
lature in January, 1850, W. M. Gwin and J. C. Fremont 
were elected United States Senators. 

To these gentlemen were entrusted the important service 
of introducing California into the sisterhood of States and 
of seeing that she became a member of the glorious Union. 

There was some opposition on the ground that she 
wanted to come in as a free State. The vote in the Senate 



34 San Francisco's Ocean Trade — Past and Future 

was taken August 10th and stood 34 to 18, and on the 7th 
of September the House voted 150 to 56 in favor of ad- 
mission. Two days later the President signed the bill and 
the free States then claimed a majority in the Senate. 

The ship of State as represented by California, entered 
the Union September 9, 1850, under full sail, and has since 
successfully weathered every storm. 

News of this event came to hand soon afterwards, but 
the details were withheld until they could be brought by 
steamer, and the arrival of such steamer was waited rather 
impatiently. 

The captain of the steamer having these details was 
instructed to fire signal guns on approaching the harbor. 
On the morning of the 18th of October such guns were 
heard, and all the population of the town rushed for the 
water front and other eligible sites. 

It was given to the Oregon, Captain R. H. Pearson, U. S. 
N., to be the bearer of the glorious news, and both he and all 
the other officers, and even the city itself, seemed to realize 
the importance of the errand. 

The scene that followed the appearance of the steamer 
off Clark's Point was one never to be forgotten by those 
who participated in the same. Extras published an hour 
after the arrival were readily sold at from one to five 
dollars. 

The 9th of September has been annually commemorated 
ever since, and in 1880 Governor Perkins, under authority 
of the Constitution, set apart that date as a legal holiday, 
and that has been the rule ever since. 

Isthmus Service Increased. 

The year 1851 developed a further increase in the steam 
service between the Isthmus of Panama and San Francisco. 
Instead of one line with six steamers and fourteen trips. 



San Francisco's Ocean Trade — Past and Future 35 

as in 1849, and two lines with twenty-one steamers and 
forty-one trips, as in 1860, there were thirty steamers and 
seventy-four trips in the four lines in operation in 1851. 

The year was a stirring one in the history of San Fran- 
cisco. Perhaps the most prominent events in 1851 were 
the foundation and work of the Vigilance Committee, which 
sought to minimize the criminal element, and the first big 
fire on record. 

The losses by this fire were heavy. Among other public 
buildings destroyed was the Customs House, and with it 
went all the official records of tonnage, passenger and mer- 
chandise movements for 1849, 1850 and the first half of 1851. 
The newspaper files for that period furnished the only infor- 
mation along those lines that has since been available to 
writers for the press and historians. It is fortunate that 
even that much has been saved. 

The Pacific Mail Company established a semi-monthly 
service in 1851 and two new lines were also established. 
One of these new enterprises was known as the J. Howard 
& Son's line and the other was the Nicaraguan, or Van- 
derbilt line. 

The last named line on this side consisted of two 
steamers sent out from New York to run from San Juan 
to San Francisco. These were the Independence and North 
America. On her first trip the former came here direct 
from Panama under command of Captain Tibbitts. She 
arrived here on July 11th with 100 passengers. On her 
second trip up she hailed from San Juan and was in 
charge of Captain Ned Wakeman, and brought 55 passen- 
gers. On her second trip from San Juan she had 200 
passengers. 

The North America, under command of Captain 
Blethen, arrived here on her first trip from Panama via 
San Juan October 2d with 240 passengers. She made one 



36 San Francisco's Ocean Trade — Past and Future 

other trip up that year, arriving here November 28th with 
360 passengers, an evidence that she was popular with the 
traveling public. 

Some time in 1850 the Pacific Mail Company let a con- 
tract for a much larger steamer than any in the Isthmus 
service. This steamer was launched and sent to Panama 
in 1851. This was the Golden Gate, 2,067 tons register, 
just double the size of the original three built for the 
company in 1848. 

The Golden Gate was under the command of Carlisle P. 
Patterson of the United States Navy. She made the trip 
from New York via the Straits of Magellan in 64 days and 
9 hours and 13% days from Panama, arriving at San Fran- 
cisco November 19, 1851, with 458 passengers. 

This was the fourth steamer built for the Pacific Mail 
Company, and she was up to date in every respect, being 
regarded as the equal of the best side-wheeler afloat at 
that time. 

In the list of arrivals from the Isthmus in 1851 were 
thirteen steamers that had never before been in that service. 
One of these was the Pacific, which, after making two trips 
up from Panama, was placed on the Nicaraguan route, 
arriving here for the first time in that service on October 
16th with 250 passengers. 

Isthmus Passengers for Third Year. 

Mention has been made of the number of passengers 
arriving by steamer from the Isthmus in 1849 and 1850. 
It is now in order to report the number of 1851, which was 
13,079. The writer has these lists for those three years as 
copied from the manifests, showing the number on each 
steamer, but not the names. 

Three of the steamers in 1851 had no passengers and 
several others had less than 100. One had only 7. The 



San Francisco's Ocean Trade — Past and Future 37 

larger and more prominent steamers had from 100 to 600. 
The Tennessee on her last trip for the year brought the 
record number. 

The Tennessee made six trips up that year, the Oregon 
and Panama each five; the California, Columbus, Isthmus, 
Pacific and Republic each four ; the Carolina, Independence, 
New Orleans and Northerner each three; the Antelope,' 
Columbia, Constitution, Gold Hunter, Monumental City, 
North America, Sarah Sands and Union each two, and the 
remainder a single trip. 

Among the new steamers in the trade in 1851 were the 
Commodore, Commodore Stockton, Massachusetts, Monumen- 
tal City, Washington and Wilson G. Hunt from domestic 
Atlantic ports; Fremont, Gold Hunter and Union from 
Mexico and Central America, and British steamer Concide 
from Havre. 

Tonnage on the Rivers. 

Most of these vessels went into the river trade immedi- 
ately upon arrival, and proved both useful to the public 
and profitable to the owners. 

Steamer traffic on the Sacramento and San Joaquin 
rivers in those early years attracted quite as much atten- 
tion as did the passenger steamers in the Isthmus trade. 

These were the only practical routes for reaching the 
mining district to the north and east of San Francisco. This 
was the primal base for all supplies dependable upon water 
transportation. All cargoes from coast, domestic Atlantic 
and foreign ports were discharged here, and the unloading 
of the many vessels rushed here with cargoes of merchandise 
and produce of all descriptions gave to the water front 
daily scenes of great activity. 

Large consignments of these goods were hurried to the 
interior by the river boats, which went to the limits of 
navigation. 



38 San Francisco's Ocean Trade — Past and Future 

Treasure seekers arrived in San Franciseo by the hun- 
dreds and thousands, but comparatively few of them 
remained. The great mass sought the earliest opportuni- 
ties to get to the front, and paid well for passage on the 
river boats. 

Events of Fourth Year. 

Among the steamers first mentioned in the Isthmue lines 
in 1852 were the Brother Jonathan, Cortez, S. S. Lewis and 
Winfield Scott. The first named were placed on the Nicara- 
guan route. The Winfield Scott was consigned to Macon- 
dray & Co., and ran as an independent boat for a time, 
making three trips that year. 

The New Orleans was running in a line known as the 
Empire City. Captain Budd brought out the Brother Jona- 
than and Captain Cropper was in command of the Cortez. 
Both were in the Panama as well as in the San Juan trade. 

R. Vandewater was the first agent of the Nicaraguan 
line in this city. He was succeeded by L. M. Cross in 1852, 
and D. Bingham was his successor. 

In October, 1853, C. K. Garrison took the agency. He 
had previously been Vanderbilt's agent at San Juan. Two 
or three new steamers had been added, and a vigorous oppo- 
sition was waged against the Pacific Mail. 

Mr. Garrison became quite popular with the general 
public and was elected mayor of the city in September, 
1853. 

Loss of North America — Vanderbilt Line. 

The burning of the steamer North America at San Juan 
about the 1st of January, 1852, was the first serious loss 
among the Isthmus steamers. This steamer was placed on 
the San Juan route in 1851, arriving here on her first trip 
October 2d, and on her second trip in November. 

Soon after her return to San Juan from this port, and 
while she was being prepared for her third voyage to San 



San Francisco's Ocean Trade — Past and Future 39 

Francisco, she was burned. At the time she was waiting 
the arrival of the Northern Light from New York at Grey- 
town with 1,500 passengers. When these reached San Juan 
and learned of the loss there was great disappointment. In 
crossing, some had sickened and died, and others died at 
San Juan before relief came. 

When the Pacific Mail Company's steamer Golden Gate 
came off port, and the people were informed that her accom- 
modations were all taken, they were simply furious, and it 
was planned to capture the steamer and compel the officers 
to take at least the women and children. 

But for the arrival just then of the relief steamer S. S. 
Lewis the threat would have been executed. When the 
Lewis arrived at San Francisco on July 9, 1852, she reported 
only 653 passengers. 

More Steamers Arrive. 

Of the new steamers run for the first time between the 
Isthmus and San Francisco in 1853, the following three 
are noted : Sierra Nevada, John L. Stephens and Uncle Sam. 

The Sierra Nevada arrived on her first trip from Panama 
on March 23d under command of Captain Wilson, who 
reported a trip of 14 days. She went into the Nicaraguan 
line, and made five trips from San Juan that year, two 
of which were performed in 11 and ll 1 /^ days, respectively. 
This time has rarely been equaled, and so far as can be 
remembered never surpassed. 

The John L. Stephens was brought out from New York 
by Lieutenant Carlisle P. Patterson and arrived at San 
Francisco on April 3d in a trip of 14 days from Panama. 
She was also a fast boat, with an oscillating engine which 
seemed to go all over her. She once made the trip in 11 
days. Her rig was peculiar, the two masts being set far 
apart. Stopping at Rio, the British admiral noticed this 



40 San Francisco's Ocean Trade — Past and Future 

feature and sent his compliments to the commander, saying 
that he had a spare mast that he would give him. 

Lieutenant Patterson thanked the admiral for his cour- 
tesy, but said his vessel was rigged according to the wishes 
of its owners. The John L. Stephens cost $153,000 and was 
a very profitable boat in its best days. 

The Uncle Sam was brought out by Captain Mills, and 
arrived here for the first time September 19, 1853, and was 
the pioneer of what was afterwards known as the Cross & 
Mills line, of which G. B. Post was for a time agent. 

The Yankee Blade, Captain Randall, which arrived here 
in 1854 from Panama, went into the Cross & Mills line. 

Other American steamers arriving here in 1854 were the 
America, Mitchell, 84 days from New York; Arispa (pro- 
pellor), Wilcox, 159 days from Philadelphia; Sonora, Whit- 
ing, from New York via Panama; Golden Age, Dow, via 
England, Australia and Panama; Underwriter, Nash, in 
ballast from Philadelphia, and Surprise, Wakeman, from 
New York. 

The America was immediately put in the Oregon trade 
by Vandewater. The Arispa was placed in the North Coast 
trade. The Sonora and Golden Age were placed in the 
Panama trade by the Pacific Mail Company. 

The steamer Golden Age was first sent to England as a 
speculative venture. In going into port at Liverpool she 
damaged the wharf considerably, but when placed in dock 
was found to be only slightly injured, though at the time 
of collision she was under much headway. 

From England she was sent to Australia, and somewhere 
on the voyage out, or just after her arrival, she was pur- 
chased by the Pacific Mail Company as a companion to the 
Golden Gate, being about the same tonnage. She was imme- 
diately headed for Panama, and remained in that trade for 
several years, both being the most capacious boats on the 
route in 1854. 



San Francisco's Ocean Trade — Past and Future 41 

Among the foreign steamers arriving in 1854 were the 
Otter from Victoria and the Polynesia from Honolulu, both 
under the British flag. 

The following steamers, not previously mentioned, were 
in operation in the domestic Pacific Coast trade in 1854; 
Crescent City, Major Tompkins, Peytona, Sea Bird, South- 
erner, Thomas Hunt, Humboldt and Willamette. 

Loss of Yankee Blade. 

The second serious disaster in the Panama steam lines 
was the loss of the Yankee Blade in the Cross & Mills line. 

Like the North America in Yanderbilt's line, this steamer 
had a short history and a tragic end, and both at the time 
were in command of the men who brought them out from 
the East. 

The Yankee Blade arrived here in 1854 and made three 
trips from Panama to this port in that year, arriving for 
the third time on August 30th. On September 30th three 
steamers sailed from this port for the Isthmus. These 
were the Cortez for San Juan, and the Sonora and Yankee 
Blade for Panama. 

On that trip out the Yankee Blade had 819 passengers, 
including 32 females and 31 children. It was suspected 
that in addition there were 30 to 50 stowaways. 

Soon after passing out to sea a dense fog was encoun- 
tered, and at 3 p. m. October 1st the vessel struck violently 
on a reef off Point Arguello, ten miles northwest of Cape 
Concepcion. The attempt to back her off fortunately failed, 
as she would have sunk immediately. In the launching of 
the first boat, 18 were drowned. The others were taken off 
safely and landed at San Diego. The vessel disappeared 
in the deep water. 



42 San Francisco's Ocean Trade — Past and Future 

Other Changes in First Decade. 

In 1851, the British steamers Ecuador and Unicorn were 
returned to their home ports, the former in South America 
and the latter in England, and the General Warren and 
Major Tompkins were wrecked, the former off the Colorado 
river bar. 

In 1852 the British steamer Sarah Sands, a propellor 
that George Law brought out from England, and which was 
nearly a year in getting here from New York, was sent 
back, and the North America was burned at San Juan, as 
already mentioned. 

In 1853, the Ohio was sent to South America and the 
Thomas Hunt to China. 

In 1854, the Tennessee, which performed satisfactory 
service in the Panama passenger trade in 1850, 1851, 1852 
and 1853, was wrecked in 1854, while under the command 
of Captain Melius, on the Northern California coast at a 
point since known as Tennessee Cove. 

Other steamers wrecked in the same year were the 
Arispa, S. S. Lewis, Union, Winfield Scott and Yankee 
Blade. The Arispa met her disaster near Fort Ross. The 
S. S. Lewis went to grief on Duxbury reef. The Union met 
her fate at San Quentin. The Winfield Scott went ashore 
at Point Ano Nuevo. She was hauled off and sold to the 
Pacific Mail Company. The new owners put her in sea- 
worthy condition, gave the command to Captain Blunt, and 
after receiving cargo, she was cleared for Panama, but was 
lost on the Anacapa Island in the Santa Barbara channel, 
and it is reported that Captain Blunt died shortly after 
broken-hearted. 

In the same year the Commodore Stockton was sent to 
South America and the Monumental City and New Orleans 
to Australia. 

It was reported that the last named steamer was theoret- 
ically in the hands of the sheriff on the other side, and 



San Francisco's Ocean Trade — Past and Future 43 

that Ned Wakeman jumped aboard and gave the officer 
the slip. 

In 1855, the Carolina, a screw steamer which had been 
used as a tug by Millen Griffith, was sold and sent to 
Calcutta, and the Chesapeake was wrecked. 

In the same year the British steamers Peytona and Poly- 
nesian were sent to Chile. Both were propellers and were 
built at Philadelphia for account of R. F. Loper. They were 
intended for a line between Honolulu and Portland, with 
San Francisco as a port of call. The Polynesian once left 
Honolulu for Portland in company with the schooner 
Vaquero, but was outdistanced by the sail. 

Four disasters were reported in 1855, when the America, 
Independence and S. B. Wheeler were wrecked and the 
Underwriter was burned. The Independence went ashore 
on Margarita Island, when she took fire and burned. 

The Underwriter was a new tug sent out from the East 
via the Horn, for account of Harry Meiggs, and intended 
for his lumber mill service at Mendocino, but before her 
arrival Harry had skipped to South America. She was tied 
up her for two years and then sent to China, where she was 
destroyed by fire. 

No disasters were reported in 1857, but they were some- 
what prolific in 1858, when the Cortez and Sea Bird were 
burned and the Sea Gull and West Point were wrecked. 
The McKim, having outlived its usefulness, was broken up. 

In 1859, the Santa Cruz, which went into service in 1853, 
was burned. 

The little steamer Fremont, built in the East in 1850 and 
brought to this coast in 1851, is still in existence, though 
not at present in active service and no longer a steamer, 
her machinery having been removed many years ago. Of 
late years she has been employed in the Bering Sea codfish 
trade, annually bringing good cargoes of fish to San Fran- 
cisco. 



44 San Francisco's Ocean Trade — Past and Future 

Slow Steamer Makes Fast Time. 

A good story is told of the Chesapeake, a large pro- 
peller, suitable for either coast or river service. She had 
been purchased by Mr. Vassault for $5,000, and Captain 
Brenham was given a quarter interest in her. No sooner 
had this bargain been completed than another would-be 
purchaser came to the front in the person of Mr. Wain- 
wright. Asking the price, he was told that he could have 
the steamer for $25,000, which was a pretty stiff advance, 
though in the interval the Gold Bluff mining excitement at 
Eureka, in Humboldt county, had developed a good demand 
for steamers. Before accepting the offer, Mr. Wainwright 
insisted on a test of speed. This was considered a reason- 
able request, and Captain Brenham readily responded. 
Quietly taking the steamer to Mission Bay, and waiting for 
the usually strong ebb tide to get busy, the steamer was 
started for the .test trial along the water front and toward the 
Golden Gate. Being in ballast, it is said that she went by 
the trial commission with all the. speed of a railway train 
under a full head of steam. Of course, Mr. Wainwright 
took the steamer. He immediately secured a charter for her 
to make a trip to the Gold Bluff mines for $6,000, but it took 
her a month to complete the trip usually made in three days. 

Panama Railroad. 

For the first six years after the gold discovery had been 
made public, the crossing of the Isthmus between the Atlan- 
tic and Pacific oceans was attended with many risks and 
hardships and at much expense. An early effort was made 
to minimize these obstacles. 

A route across the Isthmus was located by Colonel Hughes, 
and the engineering was conducted by Colonel Totten. The 
extreme length of this route between Aspinwall on the 
Atlantic side and Panama on the Pacific was 49 miles. 




o 
o 

I- 



o 

3 
i_ 

re 

o 

c 

h 

Si 

h 



San Francisco's Ocean Trade — Past and Future 45 

As soon as these preliminaries were completed, a com- 
pany was incorporated in Albany, N. Y., on April 7, 1849, 
to build a railroad on the survey made. Work was begun 
in 1850, and at one time as many as 5,000 men were 
employed. The cost of the enterprise was estimated at 
$5,000,000, but the actual outlay was $7,500,000. 

The road was opened on January 28, 1855. For the first 
few years the transportation averaged 31,000 passengers, 
66,000 tons freight and $55,000,000 in gold per annum, net- 
ting an income of $1,300,000 at an expense of $350,000. 

The completion of this road was an important event, 
and meant very much to the Pacific Coast and indirectly 
to the whole country. The improvement was a costly one, 
both in treasure and in the sacrifice of life in its construc- 
tion, on account of inhospitable climate and unsanitary con- 
ditions. The mortality among those engaged in the work was 
fearful. Before the road was finished a portion had to be 
rebuilt because of the miry character of the ground in some 
places. 

The cost of the road was excessive and a severe tax on 
the faith and courage of the promoters. Railway builders 
consider that they go near the limit when the expense 
amounts to $50,000 per mile. But in this case the estimate 
was $100,000 per mile, while the actual outlay was $150,000 
per mile. 

The most expensive part of the road was the iron bridge 
spanning the Chagres river, which rests on stone abutments 
and cost $500,000. 

Probably no road of equal length in any part of the 
world has been more appreciated or remunerative. 

Crossing the Isthmus in the early days before the com- 
pletion of the railroad was attended with many scenes both 
droll and dreary, pathetic and tragic. 

Tickets for San Francisco did not include transit across 



46 San Francisco's Ocean Trade — Past and Future 

the Isthmus, and sometimes very high prices were paid, 
from $50 to $75 for a single person, including baggage. 

Necessary supplies in crossing were charged for according 
to the supposed ability of those requiring them, and often 
paid for according to common sense rates without much 
regard to the prices asked. 

One of the first group of emigrants to cross wanted a 
chicken for a sick woman. This was procured for fifty 
cents, but the natives demanded two dollars for the loan 
of the kettle in which to cook it, and received twenty-five 
cents and a wave of the hand to be off and say no more 
about it or there would be trouble. 

There was general complaint about the food and fare 
on the early steamers. Some of these were no doubt well 
founded. Wormy bread was sometimes detected in the 
steerage, and the men organized themselves and demanded 
at least wholesome food. 

It was noticed, however, that passengers who returned 
home in the early fifties made less complaint about poor 
food and accommodations than the same people did in 
coming out. This rough camp life in California helped 
them to appreciate steamboat fare, poor as that might be. 

There was much speculation in tickets both at Panama 
and San Francisco. High premiums were often exacted and 
paid. In the winter of 1849, steerage tickets from San 
Francisco to New York were $150, and some of these were 
resold as high as $450, because of anxiety to return home. 

Parties who had not come through from New York on 
the regular lines had to resort to all sorts of measures to 
get even steerage passage from Panama to San Francisco, 
and some hard-up cabin passengers sold their berths for 
big sums and went to the steerage, so that they might 
have money upon arrival at San Francisco. 

The above are only a very few of the illustrations of 
similar character that might be cited to show what men 



San Francisco's Ocean Trade — Past and Future 47 

will do and sacrifice in their search for gold. The comple- 
tion of the Panama railroad eliminated a repetition of these 
experiences on the Isthmus. 

Suspension of San Juan Service. 

Two causes led to the temporary suspension of the 
steamers between San Juan and San Francisco. Evidently 
one of these was the opening of the Panama railroad, which 
gave travelers easy, comfortable and economical transit 
across the Isthmus, thus shortening the time between New 
York and San Francisco. 

The other was the seizure of the Vanderbilt steamers at 
San Juan by Walker, the filibuster. This was near the close 
of the year. Garrison, however, who had been Vanderbilt 's 
agent at San Juan, owned the Sierra Nevada, and his 
steamer was not molested by Walker. The Sierra Nevada 
made seven trips from San Juan in 1856, but only one in 
1857. The last one ended at San Francisco in February of 
that year. She was then withdrawn. The only other 
steamer from San Juan in that year arrived at San Fran- 
cisco in the same month, and was then transferred to the 
Panama service. 

The San Juan route was reopened in 1863 by W. H. 
Webb, who placed in the service the steamers America and 
Moses Taylor. The latter was known as the rolling Moses. 

For a time these steamers were commanded by T. H. 
Morton and J. K. Blethen. Subsequently and for some time 
afterwards, the America was in charge of William L. Merry, 
of San Francisco. In 1887-8 and 1888-9, Mr. Merry was 
president of the San Francisco Chamber of Commerce, and 
later for many years the United States Minister to Nic- 
aragua. 

The San Juan route was finally abandoned in 1868. Ser- 
vice on that route began in 1851, when six trips were made 



48 San Francisco's Ocean Trade — Past and Future 

to San Francisco. In the next four years the ships varied 
from 21 to 25, dropping to 16 in 1855 and 2 in 1857. 

After a suspension of service for five years, the route was 
reopened in 1863, and five trips were made in that and the 
following year, with 11 in 1865 and 12 and 17, respectively, 
in the following two years, and 4 trips in 1868, when the 
service was permanently dissolved and the steamers engaged 
in the last year were run to Panama. 

The total number of steamer arrivals at San Francisco 
from 1851 to 1868, both years inclusive, on the San Juan 
route was 171, representing 215,643 tons of tonnage. Some 
of these steamers came by way of Panama. 

Numerous Isthmus Lines. 
From a single line employing three steamers in 1849 
in the Isthmus and San Francisco trade, the business grew 
in a few years to some half a dozen lines and over a score 
of steamers. 

According to the San Francisco directory for September, 
1852, there were four lines in operation at that time, namely. 
Pacific Mail Company, Vanderbilt line, Empire City line 
and the New line. Three other lines previously in operation 
were those of George Law, John Howard & Son and Cross 
& Mills. 

Some of these lines started in opposition to the Pacific 
Mail Company were of short duration, but before one 
fairly dropped out another took its place. Some of these 
steamers came into direct competition with the Pacific Mail 
line, but most of them were harmless rivals, content to take 
the overflow of the passenger traffic. 

In 1852 and again in 1853 there were 70 arrivals at San 
Francisco from the Isthmus, as represented by the four lines 
then in operation. The arrivals from 1851 to 1853, both 
years inclusive, were more numerous than for any similar 
period in the history of the service. 



San Francisco's Ocean Trade — Past and Future 49 

Lull in Steamer Movement. 

For some years subsequent to 1854 the new steamers 
added to the Isthmus lines were not plentiful. Not a single 
one is remembered in 1855 and only one in 1856. 

This was the Orizaba, 1,244 tons, brought out from New 
York by Captain Tinklepaugh, who in 1863 commanded the 
steamer Ariel of the Vanderbilt line between New York and 
Aspinwall. 

The Orizaba arrived at San Francisco on her first trip of 
11 days from San Juan in October, 1856. She made two 
other trips from the same port, and then was placed on the 
Panama route. 

After her permanent withdrawal from the Isthmus ser- 
vice, she was run for many years in the San Diego trade, 
and was one of the last of the side-wheelers to leave the 
field. She was dismantled in 1887. 

In June , 1859, the steamer Washington, 1,640 tons, 157 
days from New York and 17 days from Panama, made her 
first appearance in this harbor, with 266 passengers. She 
was subsequently run for a short time on the Panama route 
and was broken up in 1862. 

In 1860 there were four steamers sent out from New 
York to this coast. These were the Champion, Granada, 
Moses Taylor and Oregonian. The last named two were 
placed in the Panama service. 

The Granada was brought out by Captain Howes as an 
opposition steamer. She was 1,095 tons, and reported her- 
self as 90 days from New York and 20 days from Valparaiso. 
She came in sight of the port, but neveh entered, having 
run on the rocks near Fort Point. 

The Champion was 1,419 tons, and was entered as 16 
days from Panama with 400 passengers, consigned to Wright 
& Baldwin. This was the first iron side-wheeler to visit this 
coast, and was slow and sure. 



50 San Francisco's Ocean Trade — Past and Future 

Two steamers from the outside came to hand in 1861. 
These were the Hermann, 1,734 tons, from Japan via Vic- 
toria, and the St. Louis, 1,621 tons, from New York. Both 
were owned by the Pacific Mail Company. The St. Louis 
reported 79 days from New York via Panama. Both were 
in the Panama trade for a time. The Hermann was finally 
sent to Japan, where she was wrecked in 1869. The St. 
Louis was broken up in 1870. 

Retirements in Second Decade. 

From 1860 to 1869, quite a decimation was effected in the 
list of steamers employed in the foreign trade of San Fran- 
cisco. 

In 1860, the Granada, Labourche, Northerner and South- 
erner were wrecked and the Confidence was dismantled and 
turned into a barge. 

The Labourche was under the British flag and came in 
from British Columbia in 1859. She belonged to the Hudson 
Bay Company and her engines were built for the exhibition 
in London in 1851. The hulk was built of teak and oak on 
the Clyde, and her cost was $175,000. She was wrecked off 
Point Reyes in 1860. 

The Southerner was known as the Isthmus in 1850. She 
was wrecked off Cape Flattery. 

The Surprise was in this port in 1854, and was burned 
in China in 1861. 

In 1862, the propeller Champion returned to New York, 
the Columbia was burned in China and the Washington was 
broken up. 

After her arrival in China the Columbia was put under 
the British flag, and this seemed to be an incongruity for 
a steamer bearing that name. 

So far as can be remembered, there was no disaster to the 
local deep water steamers in 1863 or 1864. The most 



San Francisco's Ocean Trade — Past and Future 51 

distressing event in 1865 was the loss of the Brother 
Jonathan. At the time this vessel was the property of the 
California Steam Navigation Company, and was on her way 
from San Francisco to Victoria with 109 passengers and a 
crew of 54, with Captain DeWolf in command. A full 
account of this disaster will be found on another page. 

The Republic was broken up in the same year. The 
Columbus was wrecked in 1866, the John T. Wright was 
burned in 1867, and the Forward and Oregonian were 
wrecked in 1868. 

In 1869, the steamers Gold Hunter, Hermann, Sierra 
Nevada and Tynemouth (British) were wrecked. The 
America, which arrived in 1856, was burned at Panama 
in 1869. 

Turn in Pacific Mail Affairs. 

After about a dozen years of fair prosperity had been 
enjoyed, the managers of the Pacific Mail Company were 
confronted with what appeared to be a severe trial of faith. 

During this interval the company had secured the control 
of a number of steamers of 1,000 to 2,000 tons burthen, either 
by construction, purchase or charter, but only two of the 
whole list registered upwards of 2,000 tons. These were the 
Golden Age and the Golden Gate. The former was built for 
George Law, but purchased by the Mail Company while she 
was voyaging round to secure a buyer in a foreign port. 

There were two problems involved in this crisis. One 
related to the perpetuity of the mining industry on the scale 
with which it had been operated. A more difficult problem 
was the fact that the country had become involved in a 
gigantic civil war, the outcome of which no living person 
could foretell. 

Upon the turn of these two events rested the success or 
failure of the proposition to build more and larger steamers, 
involving the investment of millions of dollars. 



52 San Francisco's Ocean Trade — Past and Future 

The proposition under consideration by the company 
was the construction of four wooden side-wheelers to be 
double the size of the largest two then in service. 

It is no wonder that there was some hesitancy in deciding 
such a momentous question at that particular time and 
under those particular circumstances. 

At last it was agreed that these steamers should be built, 
and the contract for the same was let with instructions to 
proceed with the work as fast as possible. As soon as 
finished they were despatched to the coast, one following 
the other at short intervals. 

The first to be sent out was the Constitution, arriving 
here October 5, 1862, under command of Captain Eldridge. 
As at that time the Government was making a serious effort 
to uphold the constitution, the name of the first of the new 
fleet was quite appropriate. The Golden City came out in 
1863 under command of Captain Pearson. The Sacramento 
arrived September 7, 1864, under command of Captain Brad- 
bury, who also brought out the Colorado on July 1, 1865. 
The last named was the largest of the four, registering 
3,728 tons; Constitution, 3,573; Golden City, 3,593; Sacra- 
mento, 2,647 tons. 

These four steamers were placed in the Panama service 
as fast as they arrived on the coast, and formed a new 
departure in its history. Experience had shown that such 
large steamers could be run safely and profitably in the 
Pacific. They were the finest steamers afloat anywhere in 
the early sixties, and passengers in the company's line on 
the other side of the Isthmus at once noticed the difference 
with favorable comments on the same. 

In 1866, the Montana, a side-wheeler of 2,670 tons, com- 
panion of the Sacramento, was brought out by Captain 
Bradbury, in a trip of 87 days from New York and 14 
days from Panama. 



San Francisco's Ocean Trade — Past and Future 53 

The Arizona and New York were of the same class of 
side-wheelers, and the last of that class ordered built under 
3,000 tons register. The former was 2,793 tons and the 
latter 2,217 tons. 

At first both of these steamers were in the service of the 
company between New York and Aspinwall. Later they 
were withdrawn from that route and sent to San Francisco 
via the Suez Canal and Hongkong, one arriving in 1868 and 
the other in 1871. 

Larger Steamers Ordered. 

The next act in the shipbuilding line by the Pacific Mail 
Company was an order for the construction of five side- 
wheelers of 3,800 to 4,500 tons register. These were intended 
more especially for the China trade, which had been only 
recently opened, though all saw some service in the Panama 
trade. 

These new steamers were named Alaska, 4,012 tons; 
America, 4,454 tons ; China, 3,856 tons ; Great Republic, 3,882 
tons, and Japan, 4,352 tons. These were $1,250,000 
steamers, the most expensive that had been built up to 
that time. 

In a statement of the company's assets for 1871 the 
Alaska was valued at $964,000 and the other four at 
$1,006,000 to $1,058,000 apiece. Outside of these, the most 
valuable steamer was the Colorado, $750,000. The same 
statement credits the company with owning 20 steamers of 
an aggregate value of $11,843,535. 

The China and Great Republic were brought out in 1867, 
the former by Captain Bradbury and the latter by Captain 
Doane, 76 and 78 days from New York. Captain Bradbury 
brought out the Japan in 1868, Captain Doane the America 
in 1869, and Lieutenant Maury the Alaska in 1871. 

The Alaska came by way of Hongkong, having been sent 



54 San Francisco's Ocean Trade — Past and Future 

out in company with the Arizona as extra steamers for the 
tea trade, owing to the pressure of freight that season. 

The Alaska arrived here September 1, 1871, with 54,565 
packages of tea, 282 bales of raw silk and other freight, the 
most valuable cargo received at San Francisco up to that 
time. Of the consignment of tea, 45,200 packages were in 
transit for New York, Boston, Chicago and St. Louis. 

Before the Alaska left Hongkong, the two steamers to 
follow her (China and Arizona, latter an extra) were 
engaged full. The Arizona arrived here on her first trip 
October 7, 1871, from New York via Yokohama under the 
command of Captain Austin. 

These were the last side-wheelers built by the Pacific 
Mail Company. 

The Webb line sent out from New York for the Pacific 
trade in 1867, the Nevada, under Captain Kelly, 78 days from 
port, or 56 days 19 hours running time ; the Nebraska, Cap- 
tain Horner, in 1868, in a trip of 79 days; and Dakota, 
Captain Ingersoll, in a trip of 90 days. These steamers 
averaged 2,150 tons register. 

In 1872, Webb sold these steamers and the Moses Taylor 
to the Pacific Mail Company. 

First Iron Steamers in Mail Line. 

The Pacific Mail Company took up iron shipbuilding for 
the first time in the early seventies. Not only was wood 
abandoned in construction, but paddle wheels as well. Only 
iron or steel propellers have been built or purchased by the 
company since 1870. 

Several classes of these steamers have since been turned 
off the stocks, namely, 1,500 tons, 2,000 to 3,500 tons, 4,000 
to 5,200 tons, and later still larger ones. 

The first iron steamers sent out were for the Panama 
trade. These were the Acapulco, Colima and Granada, 1,759 



San Francisco's Ocean Trade — Past and Future 55 

tons, 3,836 tons and 2,572 tons, respectively, the Colima 
arriving here January 6, 1874, under command of Captain 
Griffin in a trip of 90 days, and the Granada, March 8, 1874, 
under Captain Seabury, 78 days. The Acapulco came out 
later. 

The next installment of iron steamers built for the Pacific 
Mail Company were named after cities, and intended for 
the Australian and China trades. 

These were the City of New York, City of Para, City of 
Panama, City of Rio de Janeiro, City of San Francisco and 
City of Sydney, ranging from 2,000 to 2,500 tons, and the 
City of Peking and City of Tokio, each 5,080 tons. Four of 
these arrived in 1875, two in 1876, and one, the City of 
Rio de Janeiro, 3,548 tons, in 1881. The Newport was added 
later. 

In 1882 and 1883, three more iron steamers were sent 
out for the Panama trade. These were the San Bias, San 
Jose and San Juan, each a little over 1,500 tons register. 
These steamers were first in the service of the company 
between New York and Aspinwall, as were also some of 
the others, which were subsequently transferred to the 
Panama route, including the City of Para and Newport. 

The iron propeller Starbuck, 1,548 tons, was purchased 
by the Pacific Mail Company, and arrived here from New 
York via China in 1886. 

The City of Peking and the City of Tokio were built by 
the late John Roach, who in his day was the leading ship- 
builder in the United States. The history of his effort to 
introduce iron shipbuilding is one of the most interesting 
in maritime literature. His first contract for an iron vessel 
came from C. H. Mallary & Co., and subsequently he built 
several more for the same firm, all for the Atlantic trade. 

Within the next decade, Mr. Roach built 80 iron ships, 
varying from 1,500 to 4,500 tons, including 23 of 6,200 tons 
for the foreign trade. 



56 San Francisco's Ocean Trade — Past and Future 

The contract for the City of Peking and City of Tokio 
called for steamers of 4,000 tons, but Mr. Roach, anticipating 
that foreigners would build larger vessels, laid his keels for 
5,200 ton vessels. 

These two steamers were the largest iron steamers built 
in this country up to that time. They were immediately 
placed in the China trade. 

The City of Tokio was wrecked on the Japanese coast 
in 1885. The City of Peking continued in the China service 
for many years and was considered one of the best that 
the company had in operation. In her last years of service 
she was on the Panama run. She was broken up in this 
harbor in 1909. 

In 1892, the iron steamer Peru, 2,540 tons, was built at 
the Union Iron Works in this city for the Pacific Mail Com- 
pany, and placed in the China trade. Of late years she has 
been on the Panama route. 

The steamer China of the Pacific Mail line, which com- 
pleted her one hundredth trip in January, 1911, is not the 
steamer of the same name and owners that arrived here in 
1867. That steamer was a wooden side-wheeler which was 
broken up in 1885. 

The China, since in service in the tea trade, is a steel 
propeller, and was built in England in 1889. The wooden 
steamer China was 3,836 tons, while the steel steamer China 
is 3,186 tons. Her twenty or more years of service has been 
quite satisfactory to her owners. She was first placed under 
the Hawaiian flag and given American registry upon the 
annexation of the islands. 

Several other steamers have been in the service of the 
Pacific Mail Company either through ownership or under 
charter. 

Among these may be mentioned the steamers Clyde, 
Costa Rica, Crescent City, Salvador, South American and 



San Francisco's Ocean Trade — Past and Future 57 

Winchester, not to mention some later ones in the China 
trade, under charter. 

The steamers Algoa, Aztec and Barracouta are owned 
by the Pacific Mail Company by purchase and belong to 
the Pacific fleet. 

Losses in Pacific Mail Service. 

The Pacific Mail Company has been running steamers for 
upwards of sixty years, and has been a good customer of 
the shipbuilding industry, having built or purchased over 
60 steamers. These have been in service on all routes in the 
Pacific Ocean and China Seas, and also between New York 
and Colon in the Atlantic Ocean. 

Considering the large fleet which has been in operation 
during this long interval, the company has been excep- 
tionally fortunate in the loss of life and property. 

This immunity cannot be credited entirely to good luck. 
Some of it at least has been due to good management and 
to the selection of capable commanders and other officers. 
In the early history of the organization, the most capable 
men available were chosen for the quarter-deck, including 
many careful selections from the United States Navy. 

The first serious loss recalled was in 1853, and on the 
Atlantic side, while the first of a similar kind on the Pacific 
was in 1862. Eight years elapsed before there was another. 

The loss of three steamers in twenty years, in view of the 
large number in service, is not a bad record. 

Loss of the San Francisco. 

The first of the Pacific Mail Company's steamers lost 
was the fourth built. This was the San Francisco, built 
under the superintendency of Captain Watkins, who was 
given the command when ready for sea. 

Three days prior to Christmas in 1853, she dropped down 



58 San Francisco's Ocean Trade — Past and Future 

the bay of New York for San Francisco via the Straits of 
Magellan with the Third Artillery, U. S. A., on board. 

Two days later, when in the Gulf Stream, she encoun- 
tered a terrific storm, during which her machinery was dis- 
abled, when the great hulk became a plaything in the arms 
of the sea. 

The wreck floated about for eight days, when the passen- 
gers and crew were taken off by the bark Killey from West 
Indies for New York, the British ship Three Bells from 
Liverpool for New York and the American ship Antarctic 
from New York for Liverpool. Night came on before the 
last were taken off, and when the next morning dawned the 
steamer had sunk. 

Captain Watkins, part of the crew and some of the 
younger officers subsequently reached New York via Eng- 
land in a Cunard steamer chartered for the purpose by 
James Buchanan, the American Minister. 

Loss of the Central America. 

A serious loss of life and property in the California trade 
occurred in 1857 off the coast of Florida, in the sinking of 
the Central America, under the command of Lieutenant 
Herndon, while en route from Aspinwall to New York with 
a passenger list of 582 and $1,500,000 in treasure. 

The steamer sprung a leak in a heavy storm, and though 
she did not sink for thirty-three hours, it was known and 
realized that she was doomed from the start. 

At 3 p. m. of the second day, a brig which had been 
through the same storm, came near enough to offer to take 
off the passengers. With this relief in sight and everyone's 
life dear unto himself, the men said let the women and 
children first be saved. 

With such small boats as could be used in the rough sea, 
and before night came on, twenty-six women, twenty-seven 



San Francisco's Ocean Trade — Past and Future 59 

children and four men had been transferred to the brig. 
The steamer in the meantime was steadily sinking. A man 
with a life-preserver insisted that another man should take 
it because his wife was aboard the brig. Both men were 
saved. 

At 8 p. m. the steamer took its final plunge and 418 were 
drowned, including the gallant Herndon, whose young wife 
was waiting his arrival in New York. 

Loss of the Golden Gate. 

The first loss of the company in the Panama trade was 
the Golden Gate. This steamer left San Francisco for 
Panama on February 21, 1862, with 242 passengers and a 
crew of 96, or a total of 338, including 311 adults and 27 
children, a valuable cargo of merchandise and $1,400,700 in 
treasure. She was under Captain Hudson. 

On the seventh day out, which was Sunday, the usual 
services of the Episcopal Church were held in the morning, 
and at 4:45 p. m., while the cabin passengers were at dinner, 
a messenger suddenly approached Captain Hudson with the 
announcement that the ship was on fire. 

Captain Pearson was returning to New York as a passen- 
ger, and when informed of the trouble tendered his assist- 
ance. Hudson immediately took command of the deck and 
Pearson sought out the fire and took charge of the hose. 

As soon as the condition was grasped, Hudson ordered 
everybody forward, and headed for the shore three or four 
miles away, instructing the engineer to keep up the revolu- 
tion of the wheels as long as possible. 

Before one-half of the passengers could get forward, 
the fire broke out amidships, thus cutting off all communi- 
cation between the fore and aft of the vessel. 

The sea was calm, but the light breeze off shore fanned 
the flames and left the passengers aft only one alternative, 
which manv of them took to their destruction. 



60 San Francisco's Ocean Trade — Past and Future 

The Golden Gate had ten boats, but only five could be 
reached, and most of the life preservers were out of reach. 
After being nearly roasted, the engineers managed to cut 
their way out. The vessel was run on the beach three hun- 
dred yards from shore. 

Captain Hudson and Captain Pearson were the last to 
leave the ship, and then not until they were driven to the 
bowsprit and the ropes to which they were clinging burned 
and they fell into the surf. 

It was ascertained that only eighty reached the shore. 
Sixteen bodies came in the next morning and were buried 
in the sand. 

In less than three hours, over 250 had met death and 
nearly $2,000,000 in property had been destroyed. 

The disaster brought out many heroic acts on the part 
of both passengers and crew. 

Charles C. Sullivan, one of the earliest to reach the shore, 
saved many lives by returning frequently into the surf and 
dragging helpless ones ashore. He had the credit of pulling 
out the last man seen in the foaming waters. 

There were four men at the wheel when the steamer was 
headed for the shore. One after another left as the flames 
approached. At last only William Howd remained. He was 
seen to leave when the fire had reached him, but it was only 
for a moment. He then returned and made fast the wheel 
so as to keep the steamer on its course, and then plunged 
overboard and was saved. 

A mother appealed to Mr. Murphy to save her two-year- 
old boy. Rev. C. Keith, an Episcopal minister to China, 
united his handkerchief with another and strapped the boy 
to Mr. Murphy with the remark, "The Lord save you and 
the child. ' ' Both were saved. Keith had just returned from 
China with a sick wife, who died in San Francisco ten days 
before the steamer left. He had preached in the cabin that 



San Francisco's Ocean Trade — Past and Future 61 

morning, and was one of the last to leave the ship. Though 
a good swimmer, he suddenly disappeared upon reaching 
the surf. 

Ben Holladay, a well-known character in those days and 
for many years afterwards, strapped himself to a ladder 
before sinking, and was picked up afloat. 

There were many other equally noteworthy escapes, 
fully as remarkable as those mentioned. 

It was fortunate that the fire was discovered in the after- 
noon. In less than three hours afterwards all the wood- 
work of the vessel above the water line had been destroyed, 
leaving' nothing but the massive machinery in sight. 

During that brief interval a steamer worth $250,000, a 
cargo worth $100,000 and specie valued at $1,400,000 passed 
beyond the reach of those who had owned or controlled 
the same. 

But of far more consequence than even such loss, was 
that of human life, over two hundred persons being lost 
or missing when all the known survivors had reached Man- 
zanillo, the nearest town to the scene of the wreck. 

The disasters to the Central America and the Golden 
Gate, though arising from dissimilar causes, were the most 
serious recorded in the service between New York and San 
Francisco via the Isthmus, and robbed many households of 
lives that were dear to the survivors. 

Other Disasters in the Line. 

The other most notable disasters in the Pacific Mail 
Company's service, not previously mentioned, were the 
Golden City in 1870, the Sacramento in 1872, the City of 
San Francisco in 1877, the Georgia in 1878, the Japan in 
1874, the New York in 1875, the Great Republic in 1879, 
the Salvador in 1882, the Winchester in 1884, the City of 
Tokio in 1885, the Colima, City of New York, Honduras 



62 San Francisco's Ocean Trade — Past and Future 

and San Bias later on, the City of Rio in i901, and the 
Asia in 1911. Last named belonged to Asia Steamship 
Company. 

The Golden City was wrecked off the coast of Lower 
California in a dense fog on February 22, 1870, while in 
command of Captain Comstock. She had 334 passengers, 
all of whom were saved, as was the $791,200 in specie. 
Vessel and cargo a total loss. The captain was at his post 
two and a half hours before the accident and for twelve 
hours afterward. The steamer was on her way to Panama. 

The Sacramento went on a reef off Point San Antonio, 
Lower California, on her way up from Panama with 100 
passengers, near midnight on December 5, 1872. There was 
no loss of life, but there was a total loss of vessel and cargo. 
Captain Farnsworth was in command, and took the disaster 
greatly to heart. It was his first and last serious accident 
in command of a vessel. 

The new iron steamer City of San Francisco was sunk 
near Acapulco after running on a rock, May 2, 1877, while 
in charge of Captain Waddell, of rebel army fame. This 
was the second steamer bearing the name of the city, in the 
service of the company, to go down. 

The Georgia, Salvador and Winchester were wrecked 
off the Central American coast, while engaged in the coffee 
trade. 

The steamer Japan and New York came to their end 
through flames. 

The Great Republic was wrecked while temporarily em- 
ployed in the coast service. 

The loss of the City of Tokio on the Japanese coast was 
a serious blow to the company. 

The Golden Age was burned on the Japanese coast while 
in service between Yokohama and Shanghai, having been 
sent to China for that purpose in 1869. 



San Francisco's Ocean Trade — Past and Future 63 

The City of Rio went down in a dense fog while entering 
the port of San Francisco on a return trip from China, on 
February 22, 1901. She disappeared in deep water with a 
large loss of life, including the captain, who went down 
with his vessel while sounding the alarm. The exact loca- 
tion of the vessel has never been ascertained. 

The mystery attending the loss of the City of Rio is one 
of the most remarkable in marine history. 

Many vessels have left port for some destination, more 
or less distant, and have never been seen or heard from 
after once passing outside of land. No one has ever been 
able to tell when or where or how they disappeared 
from view. Such disasters have ever been held as secrets 
of the mighty deep. Relatives of those known to have 
been on board when such vessels have left port have watched 
and waited in vain for the return of the loved ones, but have 
never had their hopes realized and never will. Bereave- 
ments of that character are among the very hardest burdens 
to bear. 

But when a steamer returns to port from a round trip 
of thousands of miles and actually crosses the bar inward 
bound, and then goes down almost in sight of the wharf 
where all expected to be safely landed within an hour or 
two, the event is peculiarly sad. The captain's watch was 
recovered about a month after the disaster, and a little later 
his body, with a few others. Nearly all that went down 
with the vessel have never come to the surface so far as 
known. 

The steamer Asia, ex-Doric, was wrecked off the Chinese 
coast while returning to San Francisco from Hongkong. 
Passengers and crew were saved, but the steamer was a 
total loss, and also the cargo. 

The Colima was wrecked off Manzanillo on the up trip 
from Panama. 



64 San Francisco's Ocean Trade — Past and Future 

How Vessels End Existence. 

Every vessel sent into the water from every shipyard in 
every part of the world is bound to reach the end of its 
usefulness and also its existence in one of three ways. 

The vessel is either bound to be engulfed by the water 
over which she has passed so frequently and gaily on her 
mission of pleasure or profit, or be wrapped in flames and so 
pass into the air in smoke, or to be broken up while quietly 
resting in the still water of a bay or inlet. 

Statistics are not at hand showing the average life of 
either sailing vessels or steamers, or the particular form of 
their disappearance. Of the vessels that have passed out 
of existence, it would be interesting to know which route 
of getting out of the way the majority of them took. 

Many years ago the writer undertook an investigation 
of these matters in a limited way. The port selected was 
San Francisco. The class of vessels chosen was the ocean 
steamers engaged in the trade of that port, and the period 
covered was 1849 to 1886, both years inclusive. 

There was still another limitation. Only such steamers 
were taken into the account as had come into the port with 
the view of engaging more or less permanently in its trade. 
Under this rule, all tramp steamers were excluded, as most 
of these were under foreign flags. 

The known list to which the investigation was confined 
was in this way reduced to 162 steamers in the ocean carry- 
ing trade, the majority of which were under the American 
flag. 

The disposition of these 162 steamers was as follows: 
Wrecked, 46; burned, 15; broken up in San Francisco, 20; 
converted into sail vessels or hulks, 12; went elsewhere for 
business, 17; end unknown, 4; total out of existence of 
steamers hailing from San Francisco, 114; in service at the 
close of 1886, 48. 



* San Francisco's Ocean Trade — Past and Future 65 

Of the 20 vessels broken up in this port in that interval, 
14 met that end between 1880 and 1886, both years inclusive. 
Three of these disappeared in that way in 1880, four in 
1884, four in 1885, two in 1886, and one in 1887. 

These facts were ascertained at considerable cost of time 
and labor. 

First Steam Line to China. 

The Pacific Mail Company has had wide latitude in the 
Pacific Ocean. It has assumed that it had the right to mon- 
opolize these waters from the fact that its steamers were 
the first of the merchant marine to breast the waves of this 
part of the world. 

Every route radiating from San Francisco has at some 
time or other been covered by the Pacific Mail Company's 
steamers. No one has questioned this right so far as the 
foreign service of the port is concerned. 

But the aggressive spirit of the company was not satis- 
fied with this wide-spread diversion of its lines. 

In its reach for business it did not even overlook the 
domestic Pacific coast trade, and at one time had steamers 
running on the coast both north and south of San Francisco. 

The only uncovered routes have been the lines to Alaska 
and the Society Islands. 

The enterprise of the company in thus reaching out for 
new fields is deserving of commendation, whatever may be 
thought of the policy. 

Some years before the inauguration of a steamer line 
between San Francisco and Hongkong, the writer called 
attention to the importance of an undertaking of that char- 
acter. 

These appeals were backed up with an exhibit of the 
steady development of the trade which had been accom- 
plished under the exclusive use of sailing vessels. 

In a prepared article published in 1866 it was shown 



66 San Francisco's Ocean Trade — Past and Future 

that San Francisco's trade with China and Hongkong had 
increased from a value of $240,000 in the exports of mer- 
chandise and produce, and $1,309,000 in treasure, in 1856, 
to $1,376,000 in the former and $6,900,000 in the latter in 
1865. Most of this increase was made in the last five years 
of that decade. 

Even at that early period the flour trade with China 
showed much promise, increasing from 4,200 barrels in 1856 
to 51,000 barrels in 1863. There were no such shipments in 
1858, and there was some falling off in 1864 and 1865 from 
the big total in 1863. In the first five years of that decade 
these shipments were only 43,000 barrels, while in the last 
half of the same decade they were 150,000 barrels. 

In addition to the freight movement direct from San 
Francisco to China in those early years, many of the ves- 
sels sent here with cargoes went back with lumber cargoes 
from Puget Sound. 

The expansion in San Francisco's import trade has been 
quite as rapid and quite as important as the growth in the 
export trade. The value of these imports as early as 1865 
exceeded $2,000,000. 

In 1862, the arrivals at San Francisco from Hongkong 
were 42, representing 36,800 tons of registered tonnage, 
while in 1863 they were 44, representing 34,300 tons. 

These were all sail vessels, and most of them ship rigged, 
though small as compared with those built in later years. 

For example, only 16 of the 44 vessels from China and 
Hongkong in 1863 exceeded 1,000 tons register. With four 
exceptions the tonnage of the largest 16 ranged from 1,000 
to 1,200 tons. There were three of 1,400 tons and one of 
1,971 tons. The last named was the King Lear. 

The trips of the 44 ships that year varied from 36 to 84 
days, these honors being credited to the barkentines Po- 
desta and San Francisco. Freight money earned by these 
vessels from China in 1863 was $314,400. 



San Francisco's Ocean Trade — Past and Future 67 

At least two incentives led to the establishment of steam 
communication with China in 1867. One of these was the 
anticipated early opening of the first continental railway 
between the Atlantic and the Pacific through the united 
efforts of the Central Pacific and the Union Pacific, an event 
that was expected to have an important bearing on the de- 
velopment of California. 

The other incentive was of a more personal and limited 
character, but it appealed to those interested probably with 
greater and better effect than the first and more general 
one. This was the granting by Congress of a subsidy of 
$500,000 for a monthly steamer service between San Fran- 
cisco and Hongkong, as compensation for carrying the mails. 

Whether such a line would have been started at that 
time without the promise of such a subsidy is extremely 
doubtful. No doubt the enterprise would have come in 
time, but not quite so early. 

The contract for this monthly service was awarded to the 
Pacific Mail Company, as was to be expected, because it was 
the only corporation on the spot and equipped to handle 
the business. 

Pioneer Steamer in China Line. 

The steamer Colorado, a sidewheeler of 3,728 tons, one 
of the largest and finest of the Pacific Mail Company's fleet 
at that time, was selected as the pioneer of this new enter- 
price, and January 1, 1867, was the day set for the begin- 
ning of the voyage. 

The event was considered of such importance that it was 
celebrated by a banquet, accompanied with toasts and 
speeches, one of the most general and popular ways Ameri- 
cans seem to have of making demonstrations and jollifica- 
tions. 

This was an entirely new venture. The route to be 
taken and the conditions that might possibly be encountered 



68 San Francisco's Ocean Trade — Past and Future 

were thoroughly studied and all plans formed prior to the 
departure. The command had been assigned to Captain 
Bradbury, a favorite of the company and quite familiar 
with the China service. 

The steamer left on the day set with a fair freight, in- 
cluding 1,000 barrels of flour and $560,000 in specie for 
Hongkong, and $21,700 for Japan. That quantity of flour 
looks small in view of the consignments of 10,000 to 12,000 
barrels subsequently carried by steamers in that trade. 

There were a goodly number of passengers on board, in- 
cluding A. A. Low, president of the New York Chamber of 
Commerce, a tea importer of much prominence then and for 
many years afterwards. Allan McLane, president of the 
company, and Commodore Watkins, prominent in the com- 
pany's service, were guests on the trip. 

A detour was made to Honolulu. This was probably an 
afterthought. 

The arrival of the steamer at Yokohama and later at 
Hongkong met with hearty welcome. Her European advices 
were 12 days later than those received by the English and 
French steamers. 

While at Nagasaki, Commodore Watkins met with a fatal 
accident by falling through an open hold on board. 

On her return, she had more freight offered than could 
be taken. The Japanese Government sent an embassy by 
her to the United States. 

She arrived at San Francisco on March 20th, having 
been only 78 days on the round trip, including all detentions. 
She made the run from Hongkong in 31 days, and from 
Yokohama in 21 days. This later time has since been low- 
ered to 10 days 10 hours, which record was established by 
the Siberia in 1905. 

The Colorado made two more round trips in the next 
five months, when she was reinforced by the Great Republic, 



San Francisco's Ocean Trade — Past and Future 69 

3,882 tons, and the China, 3,836 tons, both wooden side- 
wheelers, each of which made one round trip in 1867. 

These five round trips was the best the company could 
do in that first year, while nine round trips was the record 
for the second year. In 1869, however, the company got 
the line in thorough working order, and there were twelve 
round trips in that year and the year following. 

Men accustomed to the Chinese trade were chosen to 
command the steamers. Captain Doane was given the Great 
Republic and Captain Smith the China. 

In 1868 two more steamers were added. These were the 
New York, 2,217 tons, and the Japan, 4,352 tons. The 
former had been employed in the Aspinwall trade, and was 
sent direct to Hongkong from New York, while the latter 
had been built expressly for the Chinese trade. 

The steamer America, 4,454 tons, built as a companion to 
the Japan, was added to the fleet in 1869. These were the 
largest steamers in the China tea trade in 1869. 

The steamers Japan and America were wooden side- 
wheelers, and both were subsequently burned on the Asiatic 
coast, the America on August 1, 1872, and the Japan off 
Swatow in December, 1874. 

The Great Republic escaped a similar fate, but was 
wrecked on the Columbia River in 1879, while engaged in 
the coast trade. The Colorado and China ended their days 
in peace — or in pieces — both having been dismantled and 
broken up in this harbor. The Golden Age, sent to China in 
1869 for service between Yokohama and Shanghai, was 
subsequently burned. 

In 1871, the sidewheel steamers Alaska and Arizona, 
2,793 and 4,012 tons, were added to the fleet direct from New 
York. 

In May, 1872, a semi-monthly service was inaugurated 
by the Pacific Mail Company, which was maintained there- 
after until the close of 1874. 



70 San Francisco's Ocean Trade — Past and Future 

Owing to the loss of the America, the company, in 1873, 
chartered the British steamers Quang Se and McGregor, 
2,788 and 2,167 tons, in order to keep up the semi-monthly 
service. 

Opposition in China Service. 

After seven years of peaceful occupation of the China 
steam service, an attempt was made to divide the patronage. 
The name of the new enterprise was the China Transpacific 
Company. The steamers secured for the service were the 
Vasco de Gama, Vancouver and Lord of the Isles. These 
steamers made several trips in 1874, and Macondray & Co., 
a tea firm from the days of 1849, were the local agents. 

The first tramp steamer came to hand in the same year 
from China and was loaded back. This was the Altoona. 

There were 30 steamer arrivals at San Francisco from 
Hongkong in 1874, the largest number reported up to that 
time. 

In 1875 the Pacific Mail Company put on the China route 
two large iron propellors, under the names of City of Peking 
and City of Tokio, each 5,080 tons register. These were 
decidedly the largest in that trade then and for several 
years afterwards. The City of Tokio was lost off Yokohama 
in June, 1885. 

British Line for the Trade. 

A new line, with British steamers, went into operation 
in conjunction with the Pacific Mail Company in the China 
trade in 1875. This company was incorporated in this State 
in November, 1874, with a capital of $10,000,000, under the 
name of the Occidental and Oriental Steamship Company, 
with the following directors: Leland Stanford, Charles 
Crocker, David D. Colton, Lloyd Tevis and Mark Hopkins. 

The line was known as the Central Pacific Railroad Com- 
pany's line, but was soon in entire harmony with the Pacific 
Mail Company's line. It owned no steamers, but chartered 



San Francisco's Ocean Trade — Past and Future 71 

from the White Star line on the Atlantic the steamers Belgic, 
Gaelic and Oceanic, which were sent out from England direct 
to Hongkong. 

All three were iron propellors and speedy. The first to 
arrive at San Francisco was the Oceanic, on June 29, 1875, 
in a trip of 24 days from Hongkong, followed by the Belgic 
in July, and the Gaelic in September. In addition the com- 
pany subsequently put on its new iron propellor, San Pablo. 

In 1882, the Arabic and Coptic were substituted for the 
Belgic and Oceanic sent home, and in 1885 the new and 
larger steamer Belgic was placed in the service for the one 
of the same name retired. 

In 1887, the Pacific Mail Company had in this branch 
of its service the iron propellers City of Peking, 5,080 tons, 
City of New York, 3,020 tons, City of Rio de Janeiro, 3,548 
tons, and City of Sydney, 3,017 tons. At the same time the 
Occidental and Oriental Company had the Belgic, 2,695 
tons, Gaelic, 2,652 tons, and Oceanic, 3,707 tons — all British 
iron propellers — and the San Pablo, 2,112 tons, American 
iron propeller. 

From 1867 to 1886, both years inclusive, a period of 
twenty years, there were 477 steamer arrivals at San Fran- 
cisco from China and Japan. The registered tonnage repre- 
sented in these arrivals was 1,550,463 tons. 

The largest number of arrivals in any one year in the 
above interval was 46, representing 132,000 tons. These 
totals included 17 tramp steamers. 

Under normal conditions, the largest amount of tonnage 
represented in the arrivals from China in those twenty years 
was 103,000 tons in 1875. 

Perils in the Trade. 

It is not always smooth sailing in this service, especially 
in the China seas, where monsoons and typhoons are fre- 
quently met, with more or less danger to life and property. 



72 San Francisco's Ocean Trade — Past and Future 

The steamer Golden Age on her first and only trip hence 
to China, when nearing the Asiatic coast encountered one 
of those typhoons, but outrode the gale, though she was only 
a wooden side-wheeler. It will be remembered that it was 
the same steamer, when looking for a purchaser in England, 
did considerable damage to a wharf in Liverpool under a 
full head of steam, while herself escaping serious injury. 

On one of her homeward trips, the Colorado was blown 
off her course and was 49 days in making the run from Hong- 
kong, and was obliged to go into Honolulu for coal. Her 
long trip was the cause of much anxiety. 

On one of her outward trips, when 2,100 miles from 
Yokohama, the Great Republic broke one of her shafts, but 
completed that voyage with one shaft and such sail as could 
be spread. The detention at Yokohama and the sending out 
of a new shaft involved an expense of $30,000. 

The China, on one of her inward trips prior to 1886, met 
with an accident to machinery about midway between Yoko- 
hama and San Francisco. The break was a serious one and 
there was considerable delay and much anxiety for her 
safety. 

The steamer was hove to in midocean and the damage 
repaired. The incident was an object lesson of much interest, 
a credit to the engineers for their skill and to the company 
for the provision it had made to meet just such emergencies. 

Many other similar disasters have since been met and 
overcome in like manner, and much anxiety has been occa- 
sioned by delay from one cause or another. 

The installation of the wireless in recent years, while not 
preventing these minor and sometimes more serious acci- 
dents, does eliminate anxiety. 

The steamers in the China trade of San Francisco have 
been extremely fortunate in escaping the perils of the route. 

The Occidental and Oriental Steamship Company main- 



San Francisco's Ocean Trade — Past and Future 73 

tained its line of chartered steamers on the China route from 
1875 to 1908, though not always with the same steamers. 
When the charters of the last three expired, the Gaelic was 
sent' back to England, and the Doric and Coptic were then 
chartered by the Pacific Mail Company, their names being 
changed to Asia and Persia. 

Essentially a California Organization. 

Though incorporated in New York, San Francisco has 
been the terminal point of the Pacific Mail Company. For 
over sixty years its steamers have been running in and out 
of this port, in good years and bad years, with great regu- 
larity, and although pressed at times for funds to keep the 
American flag on the Pacific, as against highly subsidized 
foreign competitors, has managed to find means to do so. 

It has renewed and increased its fleet from time to time 
as the traffic increased, and its trans-Pacific steamers to-day 
are considered to be the finest American ships afloat. 

The company has always made it a point to make the 
bulk of its repairs and purchases at San Francisco as 
against other ports on its routes, and this, in the many years 
of its existence, has meant the expenditure of enormous 
sums here, thus helping to build up the commercial estab- 
lishments and increase the volume of trade at this port. 

Change in the Management. 

When C. P. Huntington secured control of the Pacific 
Mail Company in 1893, there was a large floating indebted- 
ness, and as a result the floating equipment of the organiza- 
tion was much deteriorated. His first work was to bring 
about a better condition of affairs in all directions. 

Mr. R. P. Schwerin was elected vice-president and man- 
ager, which position he has ever since held. 

Within four years the indebtedness of 1893 was liqui- 



74 San Francisco's Ocean Trade — Past and Future 

dated from the earnings of the company and a sufficient 
surplus created to justify a renewal of dividends, which 
were continued until 1899. 

In the meantime the fleet was overhauled and various 
vessels placed in the best condition. The steamers New- 
port, San Jose, and City of Sydney were practically rebuilt. 
The British steamer Canterbury was purchased and renamed 
Aztec. The steamers Siberia and Korea were built and 
equipped at a cost of over $4,000,000. The company at 
this date is free from debt. Its trans-Pacific fleet is prac- 
tically new and in the best condition, and the steamers in 
its Panama express and way lines are also in good condition. 

The Big Four Steamers. 

In 1899, C. P. Huntington, then president of the Pacific 
Mail Company, gave orders for the building of two steamers 
of 18,000 tons displacement and 21 knots speed. These were 
completed and put in service in 1902 under the name of 
Korea and Siberia. Each is 572 feet long and has an indi- 
cated horsepower of 18,000. Both have shown a speed in 
excess of 21 knots. In 1905 the Siberia made the voyage 
from Yokohama to San Francisco in 10 days and 10 hours, 
a record which has stood to September 1st. 

The success of these steamers in attracting travel led to 
the construction of two other steamers of still larger size, 
which were completed in 1904, and are known as the Mon- 
golia and Manchuria, their length being nearly 618 feet, 
with a tonnage displacement of 27,000 tons. 

All these four steamers are fitted up with the latest de- 
vices for the comfort and safety of passengers, making them 
equal to the best equipped liners in the trans-Atlantic ser- 
vice. 

It is understood that the company is planning for the 
construction of additional steamers for the trans-Pacific 
trade of still larger tonnage than the last named two. 



San Francisco's Ocean Trade — Past and Future 75 

Local Agents Pacific Mail. 

Alfred Robinson was the first agent in San Francisco of 
the Pacific Mail Company, acting alone in 1849 and part of 

1850, when G. W. P. Bissell became associated with him. In 

1851, Gilmor and Meredith took charge, Captain Eben 
Knight in 1852 and Edward Flint in 1853. 

In 1854, A. B. Forbes, who had been in the company's 
service in Panama, was given the position, and remained in 
charge until 1864, W. F. Babcock being associated with him 
in the last few years of that term. 

Oliver Eldridge took charge in 1865, and held the posi- 
tion until 1873, being associated with R. B. Irwin in the 
latter part of that term. 

For the next three years the position was held by Captain 
Baby, S. K. Holman, Edward Higgins and M. B. Cox. 

In 1876, the steamer South Carolina was sent to this port 
to run as an independent in the Panama trade. She was con- 
signed to Williams, Blanchard & Co. The Pacific Mail Com- 
pany gave the position to Williams, Blanchard & Co., and 
the South Carolina went to the Pacific Mail. This firm, with 
Mr. Dimond in place of Mr. Blanchard, held the agency for 
many years. 

Alexander Center was general agent of the company for 
several years, and was previously in its employ in the Orient. 
His entire connection with the company was for a longer 
period than any other official. 

Japanese Steam Line. 

The Toyo Kisen Kaisha, a Japanese steamship company 
of large capital and a good sized fleet, inaugurated a monthly 
line between Hongkong and San Francisco via the usual 
Asiatic ports in 1899. The first three steel propellers for 
this service were built in England, and bore the names of 
America-Maru, Hongkong-Maru and Nippon-Maru, and regis- 



76 San Francisco's Ocean Trade — Past and Future 

tered a little less than 3,500 tons. The last named was the 
first despatched, reaching San Francisco in January, 1899. 
The service was interrupted during the war between Japan 
and Russia, but was renewed upon the settlement of that 
trouble. 

In 1910, the company completed at the shipyard in Naga- 
saki two steel propellers of 7,260 tons each, and placed them 
on the same route under the names of Chiyo-Maru and 
Tenyo-Maru. The America-Maru was sold in 1911 to a rival 
company in Japan to go into the coast trade. 

The same company in 1911 completed at the same yard a 
still larger steam propeller for the same trade under the 
name of Shinyo-Maru, which sailed on her maiden voyage 
to San Francisco on August 26th. It is claimed for this 
steamer that she combines in her construction all the latest 
improvements, and that her giant turbine engines will give 
her a speed of 21 knots. 

Steam Service with British Columbia. 

"While there was an occasional steamer between British 
Columbia and San Francisco in the early fifties, it was not 
until 1858 that the service assumed any prominence. One 
of those earlier steamers in the trade was the British steamer 
Otter, which made one or more trips in 1854. 

Gold discoveries had been reported in the Fraser River 
region in British Columbia early in 1858. Many who had 
been disappointed in mining operations in California were 
naturally attracted by these reports of rich discoveries else- 
where. 

These hunters for the yellow metal were an impatient 
crowd. They would not' have come to California if they had 
not been. Once here and not finding just what they wanted, 
they were willing at a moment's notice to pack up and go 
elsewhere. 



San Francisco's Ocean Trade — Past and Future 77 

Evidence of this was shown in the rush for gold in the 
black sands on the beach in Humboldt county, known as the 
Gold Bluff mining excitement of 1851. This was too near 
San Francisco to last long, and the movement was checked 
before it had fairly begun by the return of those first on 
the field. 

In 1854, there were reports of gold deposits at the head- 
water of the Amazon in Eastern Peru, and a considerable 
number left San Francisco for Callao, only to learn upon 
arrival at that port that there was nothing in the stories. 

In 1855, the Kern river excitement in the southern part 
of California had the same effect on the floaters about San 
Francisco, who rushed off in that direction only to be dis- 
appointed. 

Despite these three false alarms in seven years, the news 
of the rich diggings in the Fraser river region stirred the 
community anew and very thoroughly. Some falling off 
in the gold yield in California and dull business conditions 
accentuated the restlessness of the people and prepared them 
to seize any excuse for a change. 

The rush to Fraser river began in April, 1858, and con- 
tinued with more or less vigor until the following September. 
During this interval, one authority says, 15,088 people left 
on 112 vessels for British Columbia, while another authority 
(Price Current) gave the number at 23,428. This total was 
generally accepted as the one nearest to the exact number 
that took their departure during those few months. 

Some idea of the magnitude of this movement may be 
obtained by the statement that it was equal to one-sixth 
of the reported population of the State at the time and 
fifteen times as many as were attracted to California from 
all the Atlantic States in 1849. 

The effect on property values in San Francisco was quite 
disastrous. Every person who sold out for Fraser river made 
it more difficult for the next man to sell his property. 



78 San Francisco's Ocean Trade — Past and Future 

Those who remained, however, and who did not lose their 
confidence in the future of the city, and who had money to 
invest in the sacrified real estate, did well. 

In some cases at least, subsequent large fortunes were 
dated back to those lucky investments in San Francisco 
realty. 

But this course required courage of a high order; for 
after the State had been depopulated to the extent named, 
at least one-third of the remainder was getting ready to 
follow, when the people began to come back nearly as fast 
as they had gone forth, disappointed and disgusted with their 
luck in the new El Dorado of the North. 

It was estimated that this little mining adventure cost 
those who participated in it at least $9,000,000. An outfit 
and freight cost $100, the fare was $60, and there was an 
average of 60 days time lost for each one in the expedition. 

The Frazer river mining excitement was one of the great- 
est fizzles of the kind on this coast. Thousands were dis- 
appointed in not being able to go, but the thousands who 
returned were the greatest losers. 

It was charged that steamship owners got the thing up 
to give employment to some idle steamers. One thing is 
certain — it was the means of opening steam navigation 
between California and British Columbia, which has ever 
since been maintained, and with profit and convenience to 
all parties. 

The steamer Commodore, which arrived at San Francisco 
on May 5, 1858, practically inaugurated this new line. This 
steamer was owned by J. T. Wright, who also in the follow- 
ing July put on the Pacific. 

The Pacific Mail Company supplemented that service 
by immediately placing on the same route the steamers 
Panama, Cortez, Oregon and Columbia. 

There were only two arrivals from Victoria in May and 



San Francisco's Ocean Trade — Past and Future 79 

four in June. In July there were eleven, including the Santa 
Cruz, consigned to Fauntleroy, and the Sierra Nevada, con- 
signed to C. K. Garrison. 

In the last five months of 1858, there arrivals averaged 
six per month, including the steamers Active, Surprise and 
Wilson G. Hunt. The Surprise was put on by the California 
Steam Navigation Company. 

There were 49 steamer arrivals at San Francisco from 
British Columbia in 1858 and 56 in 1859. In the latter year, 
the additional steamers on the route were the Brother Jona- 
than and Northerner under the American flag and the For- 
ward and Labouchere under the British flag. 

In 1860, business on the Victoria route resumed normal 
conditions, with the Pacific and Panama as leading steamers, 
the former making 13 and the latter 8 trips, while 12 round 
trips were made by five other steamers. 

In 1861, six steamers were run off and on, four in 1862 
and six in the following two years. The Hermann and Tyne- 
mouth were the new steamers temporarily added in 1862. 
The British steamer Robert Lowe from China made one trip 
in 1863. 

There were 75 arrivals of all kinds from British Columbia 
in 1862, representing 60,700 tons of tonnage, and 51 in 1863, 
representing 48,700 tons. In the latter year 13 of these 
arrivals were under sail. 

The principal steamers employed on the route in 1863 
were the Brother Jonathan, Pacific and Sierra Nevada. The 
Oregon and Robert Lowe each made one trip. 

In 1864, the John L. Stephens was placed in the service. 
She registered 2,000 tons and was the largest in the trade 
up to that time. 

J. T. Wright and the Pacific Mail Company abandoned 
the route in the early sixties, leaving the California Steam 
Navigation Company in practical control. 



80 San Francisco's Ocean Trade — Past and Future 

In April, 1867, the California Steam Navigation Com- 
pany withdrew from the route in favor of the California, 
Oregon and Mexican Steamship Company for a consideration 
of $700,000, and the latter company substantially controlled 
the route for the next four years. 

From 1865 to 1870, the steamers on the route were the 
Active, California, Del Norte, Constantine, Fideliter, Idaho, 
Labouchere, John L. Stephens, Moses Taylor, Oregon, Sierra 
Nevada, Pacific, Gussie Telfair and Pelican. 

The Gussie Telfair was an iron steamer and arrived here 
from New York in May, 1867, and the Pelican was a steel 
steamer (first of the kind in these waters), which arrived 
here in October, 1868. Both had been employed as blockade 
runners in the Civil War. 

The Active was on the route from 1858 to 1870, when she 
was wrecked. Previously to 1858, she was a Government 
survey steamer. 

The Pelican and Idaho were placed on the route in 1870. 

John Rosenfeld took a prominent part in the service from 
1871 to 1874, both years inclusive, and again in subsequent 
years. 

Goodall, Nelson & Perkins in 1875 took up the service 
prominently for a short time. 

In August of the same year, the Pacific Mail Company 
again entered the service. The first vessel it put on was the 
chartered steamer Vasco de Gama, which had been employed 
in the China trade. It followed this act with the steamers 
City of Panama, Salvador, Dakota, Constitution, Alaska and 
other steamers, and kept up the service until 1880, when it 
abandoned the route for the second time. 

First Steam Collier. 

In 1880, Goodall, Nelson & Perkins resumed service on 
the Victoria route and maintained it for many years. 



San Francisco's Ocean Trade — Past and Future 81 

The first steam collier on the Pacific Coast was intro- 
duced by John Rosenfeld, a prominent operator in coal, in 
1871. Up to that time it had not been thought possible to 
employ steamers in the coal trade. 

The change in coal carrying on this coast from sail to 
steam was brought about in this way. The British steamer 
Prince Alfred arrived here from Central America quite unex- 
pectedly in June, 1870, the owners evidently seeking a pur- 
chaser. Mr. Rosenfeld bought her and spent considerable 
money in repairs and alterations, and then placed her in 
the British Columbia trade just one year after her arrival. 

In 1874, just three years later, she was wrecked while 
trying to enter this port in a dense fog with a cargo of coal. 

Mr. Rosenfeld had demonstrated the feasibility of such 
service, and in 1873, the steamers Empire and Eastport were 
built on Puget Sound for the coast trade, and were employed 
in that trade for many years. 

Mr. Rosenfeld was not discouraged by his first three 
years' experience in freighting coal under steam, nor by the 
loss of his steamer while engaged in that year. 

In February, 1877, the Chilean steamer Bolivar came into 
this port from South America. The owners were seeking 
outward business by charter or a purchaser. 

After a long stay in port, she became the property of 
Mr. Rosenfeld, who rebuilt her to a large extent, and gave 
her the name of Victoria. She was put in the British Colum- 
bia coal trade in March, 1879, and remained in that trade 
until wrecked in 1883. 

The next effort to introduce steam in the coal carrying 
trade of British Columbia was made by R. Dunsmuir & Sons 
in 1881. This firm chartered in England the steamers Barn- 
ard Castle and Hylton Castle, and they were put into the 
service immediately upon arrival. 

The Hylton Castle was sent back to England by way of 



82 San Francisco's Ocean Trade — Past and Future 

Callao in 1885, and the Barnard Castle was wrecked off Puget 
Sound in November, 1886. 

In 1883, the same firm brought out the Wellington from 
England, and she remained in the coal trade for many years. 

The success of these experiments in the British Columbia 
coal trade led the Puget Sound miners to adopt similar means 
in the transportation of their product to San Francisco. 

In 1881, the Oregon Improvement Company brought out 
from the Atlantic side the steamers Umatilla, Walla Walla 
and Willamette, following these two years later by the 
Mississippi — all iron propellers. The last named was the 
smallest of the four, and was destroyed by fire at the wharf 
in Seattle the same year of her arrival. 

The steamer Umatilla was once abandoned at the north 
in a sinking condition, as all aboard thought. One of the 
mates declined to leave the vessel, and he alone worked it 
into port, only to sink upon arrival. She was raised, repaired, 
and has been doing good service ever since. An instance of 
that kind of rescue has probably had few duplicates any- 
where in the whole history of marine affairs. 

In 1881, the Central or Southern Pacific Railroad Com- 
pany ordered the construction of two iron propellers at the 
East for the transportation of coal from the Carbon Hill 
mine on Puget Sound to San Francisco. 

These were named Tacoma and San Pedro, the first arriv- 
ing here on December 30, 1882, and the other on March 7, 
1883. These steamers were built with special reference to 
speed and carrying capacity. 

The Tacoma was lost off Capt Flattery on her first trip 
down with a cargo of coal in January, 1883. On her way 
out, the Tacoma made the trip from Hampton Roads to San 
Francisco with a full cargo of iron and coal in 47 days and 
12 hours, never calling at a port on the way. 

A wire order was sent to the builders to build a duplicate 
of the Tacoma under the name of San Pablo, but when the 



San Francisco's Ocean Trade — Past and Future 83 

new vessel was ready for service she was ordered to China 
to engage in the tea trade under the auspices of the Occi- 
dental and Oriental Steamship Company. 

The use of steam colliers in the transportation of coal 
from the northern mines to California, inaugurated by John 
Rosenfeld in 1871, has never once been abandoned. 

On the contrary, from a single steamer in that trade for 
the first three years, the number has been increased as the 
years have gone by. 

The managers of the British Columbia mines have pre- 
ferred to charter rather than to build steamers for their 
own use. 

These vessels have been generally engaged under time 
charters, running from one to three or more years. Not 
only has the number been increased, but also the carrying 
capacity. In 1883, when the San Pedro came in from Puget 
Sound with 4,000 tons coal, it was noted that it was the 
largest cargo of the kind ever landed here. 

Of late years, the steamers in the coal trade of British 
Columbia have brought down much larger cargoes, say from 
6,000 to 8,000 tons. 

From 1858 to 1886, both years inclusive, there were 
1,432 arrivals at San Francisco from British Columbia of all 
sorts of vessels, representing 1,718,900 tons of registered 
tonnage. 

Disasters on British Columbia Route. 

There have been quite a number of losses on the route 
between California and British Columbia. At least three of 
these were attended with a great sacrifice of life. 

The greatest three disasters of the early years in mind 
were the Northerner in 1860, Brother Jonathan in 1865 and 
Pacific in 1875. The loss of life was the greatest on the 
last named. 

The Northerner came here in 1850, and was at first in 



84 San Francisco's Ocean Trade — Past and Future 

the Isthmus trade. At the time of her mishap she was in 
the coast trade, and was wrecked off the northern coast of 
California. She had 40 passengers on board at the time, 
including several women. 

Chief Officer French saved every woman but one, and lost 
his life on his way back to the steamer for that unsaved one. 
A monument in Laurel Hill cemetery in San Francisco attests 
his last heroic act. 

The steamer Pacific was lost on her way down from Vic- 
toria with 250 passengers in collision with the ship Orpheus, 
off Cape Flattery, at 10 p. m., November 4, 1875. She broke 
amidships an hour later, and all were lost except three. 
These were H. F. Jelley, A. Fraser and Quartermaster 0. 
Hanley. Captain J. D. Howell, in command at the time, 
was a brother of Mrs. Jefferson Davis. 

Loss of the Brother Jonathan. 

The steamer Brother Jonathan was wrecked on July 30, 
1865, while en route from San Francisco to Portland and 
Victoria with a passenger list of 109 and a crew of 54, under 
command of Captain DeWolf, who had been to sea for fifteen 
years, and who was considered a safe and reliable officer. 

Among the passengers were Brigadier General Wright 
and wife and several other army officers, and James Nisbet, 
editor of the Bulletin. The last named was making a trip 
to Victoria for rest and recreation after a long season of 
hard work. 

Before getting clear of the California coast, the steamer 
encountered a terrific sea, and the captain ordered her into 
port at Crescent City for safety. She had been turned back 
in compliance with this order, and was supposed to be making 
for Crescent City, but when ten miles off, while the sea was 
running mountains high, to use a familiar expression, she 
struck a rock with such force as to knock the passengers 



San Francisco's Ocean Trade — Past and Future 85 

down on the deck. Jacob Gates was in charge of the wheel 
at the time, and was carrying out the orders of the captain 
when the collision occurred. It was realized almost at once 
that the vessel had at last met her doom, whatever might be 
the fate of those on board. 

The boats were launched immediately, but as usual most 
of them were swamped, owing to the turbulent condition of 
the sea. Only one boat was successfully cleared away and 
reached the shore with sixteen persons. Two or three officers 
were picked up, but the remainder were drowned. 

The disaster happened at 2 p. m. and in less than an hour 
it was all over with the ship and those who were left aboard 
or struggled in the water about the scene. It was an awful 
experience, and perhaps it was well that it was of short 
duration, dear as most people value life. 

There were some cool men on that sinking deck, looking 
into the yawning waters, so soon to be their winding sheet 
and grave, and among these was Mr. Nisbet, beside whose 
desk in the Bulletin office the writer had been tutored in some 
of the ways of daily journalism. 

Mr. Nisbet was a fine type of the English gentleman, a 
little gruff at times, perhaps, but highly cultured and with a 
heart as gentle as a woman's. The writer considers that he 
was fortunate in having such an instructor at the begin- 
ning of his journalistic career. 

Immediately following the collision, Mr. Nisbet took in his 
situation and prepared for the worst. From the deck of 
the sinking steamer he wrote out his will as fully and care- 
fully as if he had been at home in peace and quietness. It 
reads as follows : 

At Sea on Board Brother Jonathan, 

July 30, 1865. 

In view of death, I hereby appoint my brother, Thomas Nisbet, 
at present engaged on the Pacific Railroad, near Clipper Gap, my 
sole executor, with instructions to wind up my whole estate, real 



86 San Francisco's Ocean Trade — Past and Future 

and personal, and convert the same into cash with all convenient 
speed, hut so as not to sacrifice the same, equally between himself 
and his sole sister, Margaret Nisbet, now residing in England; and 
under burden of the payment of a legacy of five thousand dollars in 
gold to Almira Hopkins, wife of Caspar T. Hopkins, insurance agent, 
San Francisco, Cal. And I desire that my brother, said Thomas 
Nisbet, shall not be asked to give security for his intromission with 
my estate. 

JAMES NISBET. 

The above was written with pencil on note paper, filling 
the first and part of another page. Though soaked, there was 
no word or punctuation mark obliterated. It was recovered 
with his body. 

Mr. Nisbet had for some time been an inmate of Mr. 
Hopkins' family, though not in any way related to any mem- 
ber. He was very fond of children, and they delighted to 
call him grandpa. He did not forget this family in- the one 
supreme hour of his life. After completing the directions 
about the disposition of his effects, he wrote the following to 
Mrs. Hopkins : 

My Dear, Dear Ma: A thousand affectionate adieus. You spoke 
of my sailing on Friday — hangman's day — and the unlucky Jona- 
than. Well, here I am, with death before. My love to you all — to 
Caspar, to Dita, to Belle, Mellie and little Myra — kiss her for me. 
Never forget 

GRANDPA. 

The steamer Brother Jonathan had been on the coast for 
thirteen years, having been brought out from the East in 
1852 by C. K. Garrison to run on the San Juan route to San 
Francisco in connection with the Cortez and S. S. Lewis. 
The line under Mr. Garrison was the most formidable that 
the Pacific Mail ever encountered in the Isthmus trade. 

At the time of the fatal disaster, the Brother Jonathan 
was the property of the California Steam Navigation 
Company. 



San Francisco's Ocean Trade — Past and Future 87 

Loss of the Valencia. 

The steamer Valencia was brought out here from the 
East to go into the Pacific Coast trade. She readily found 
employment on the northern coast, and made many trips 
between San Francisco and Puget Sound ports, calling at 
Victoria. She was also in the Alaska trade off and on during 
the busy part of the year. 

The Valencia was wrecked on one of her trips to the north 
from San Francisco in 1906. It is known that she sailed from 
this port on January 20th of that year for Victoria via 
Seattle. It was on that or some later trip in the same year, 
of which the writer has no record, that she encountered a 
terrific storm just before entering the Sound. 

It was evident from the start that the struggle would 
only end in the destruction of the steamer and perhaps the 
loss of all on board, of which there were a large number, 
in addition to the crew. This impression spread and deep- 
ened with every passing moment. The serious condition 
suddenly developed several heroes and heroines. One of the 
latter was Miss Van Wyck. Though as thoroughly helpless 
as all the others, she did what she could to bring calm and 
comfort to the distressed by her sweet singing of "Nearer, 
My God, to Thee, Nearer to Thee," and amid the strains of 
song went down with the others to her death in the mighty 
deep. 

Direct Steam Line to Mexico. 

California had steamer service with Mexico as early as 
1849 through the operation of the Panama steamers that 
called at one or more ports in Mexico both in going and 
coming. 

Outside of such service, there were occasional steamers 
from Mexico in the early fifties. The little steamers Santa 
Cruz and Surprise were on the route in 1859 and 1860. 

The first regular independent line was not started until 



88 San Francisco's Ocean Trade — Past and Future 

May 1, 1861, when Holladay & Flint sent down the Panama 
in charge of Captain R. H. Horner. 

The Republic was sent down soon afterwards under com- 
mand of Captain John Bermingham, to run on the Mexican 
coast. That part of the service was not a success, and was 
soon abandoned. 

Both Holladay and Flint were on the Golden Gate when 
she was wrecked in 1862. The latter lost his life in that 
disaster. Holladay strapped himself to a ladder in the water 
and was rescued. That was Ben Holladay, who died in Port- 
land in 1887. 

Jesse Holladay, a brother of Ben, associated himself with 
Mr. Brenham and took up the enterprise, and the line there- 
after was known as the California, Oregon and Mexican 
Steamship Company. 

The Panama was continued in the service under the new 
organization in 1862 and 1863. The Oregon was then put on 
the route, followed in 1864 by the John L. Stephens, with 
the Oregon and Sierra Nevada as relief boats. 

In April, 1866, the propeller Continental came out from 
New York with the Mercer Colony of women for "Washington 
Territory. When chartered for this trip, the Continental was 
expected to carry 600 women, but brought out only 100. 

Upon the completion of this service she was placed on the 
Mexican route as a regular trader for passengers and freight 
by the same company, and continued in that trade until 
1870, when she went into the northern coast trade and was 
wrecked off Eel river in December, 1877, after an almost 
uninterrupted service on this coast for eleven years, during 
which she earned much money. 

The propeller Montana took her place on the Mexican 
route, and remained in the service until she was burned at 
one of the Mexican ports in December, 1876. 

The Colorado Steam Navigation Company introduced an 
opposition line on the Mexican route in 1871 by placing the 



San Francisco's Ocean Trade — Past and Future 89 

steamer Newbern in that trade. The Newbern was previously 
in the service of the quartermaster's department of the Gov- 
ernment, and made her first trip under the new owner in 
June, 1871. 

The California, Oregon and Mexican Steamship Company 
retired its service on the Mexican route in 1872. 

In September, 1872, the Pacific Mail Company purchased 
all of the Holladay steamers running on the Southern Cali- 
fornia coast and Mexico. The list included the California, 
Orizaba, Pacific, Senator and Montana, and the consideration 
for the property and good will was $500,000. 

The Pacific Mail Company covered the route between 
California and Mexico for about one year with its pioneer 
steamer California. 

The Colorado River Navigation Company then took addi- 
tional interest in the Mexican trade until 1877, when it sold 
out to the Southern Pacific Railroad Company. 

The Newbern was continued in the trade from April, 
1877, under the auspices of the California and Mexican 
Steamship Company, of which John Bermingham was the 
representative. 

In February, 1882, the steamer Mexico was launched at 
the yard of Dickey Brothers in this city for account of the 
California and Mexican Steamship Company, under the per- 
sonal supervision of Mr. Bermingham. 

Up to that time this was the largest steamer built on this 
coast, being 280 feet long on the water line, 36 feet beam, 
about 21 feet depth of hold, and about 2,000 tons register. 
She cost $250,000. 

She left on her first trip to Mexico under command of 
Captain Huntington on March 8, 1882, and was continued 
in that trade for some time, or until after the Newbern was 
rebuilt and restored to the service. Later the Mexico was 
put on the Victoria route under charter to the North Pacific 
Coast Steamship Company. 



90 San Francisco's Ocean Trade — Past and Future 

Other steamers have made occasional trips between 
Mexico and California in the last quarter of a century. 

Of late years the little steamer Curacao has covered the 
route quite regularly and quite satisfactorily. 

From 1859 to 1886, both years inclusive, there were 294 
direct arrivals of sail and steam vessels at San Francisco from 
Mexican ports. Most of these were small carriers, and nearly 
all the sail vessels were in ballast. These arrivals show an 
aggregate of 312,600 tons of registered tonnage. 

Before the completion of the Southern Pacific railroad, 
considerable treasure was sent from Mexico by the water 
route to San Francisco. Of late years that trade has not 
been so large, and most of it has been transferred to the 
railroad. 

The Mexican trade has always been very one-sided. 
While good cargoes have been sent down, the vessels have 
come back light, or with little freight. 

The disasters in the direct trade on the route have been 
few, and the losses small. 

For many years there was a large specie trade between 
Mexico and the Orient, and prior to the completion of the 
Southern Pacific railroad through Arizona all this specie 
came by the water route to San Francisco and was reshipped 
here to the Orient. This trade was of considerable impor- 
tance to the steamers, and the local transactions in Mexican 
dollars was a source of some income to the brokers. 

In those years and for a long time afterwards China was 
a good customer for Mexican dollars. In 1878, the United 
States undertook to wrest some of this trade from Mexico 
by coining a trade dollar of 420 grains, 900 fine. This dollar 
contained a little more silver than the Mexican dollar, and 
was in every way its superior, particularly in finish and 
in uniformity of weight. It is probable that the American 
trade dollar would have won out with the Chinese in time, 



San Francisco's Ocean Trade — Past and Future 91 

difficult as was that task, if the attempt had not been made 
to introduce them into domestic circulation, for which they 
were never intended and for which the owners had no legal 
right. As soon as this infraction of law came to the knowl- 
edge of the American mint authorities the coinage of such 
dollars was suspended and the $35,000,000 emitted were 
recalled from China and other sources. 

Steam Line to Hawaiian Islands. 

When Captain Cook discovered the Sandwich Islands in 
1778, the native population was about 200,000, and the trade 
of that number of people was worthy of consideration. In 
1910, the native population was 31,000, while the total popu- 
lation of the islands was 192,000, mostly made up of other 
nationalities than Hawaiians. 

Trading under sail with the Pacific Coast by the people 
of the Sandwich Islands was in progress in the early part of 
the eighteenth century, and the first arrivals of gold seekers 
at San Francisco in 1849 obtained some of their food sup- 
plies from that section. 

As early as 1854, an attempt was made to establish a 
steam line between Honolulu and San Francisco. So far 
as can be learned, that effort came about in this way. The 
British steamer Polynesian had recently arrived at Hono- 
lulu from South America seeking business. The only thing 
that offered was service between Honolulu and San Fran- 
cisco, and this was accepted by the owners. Some freight 
was secured and the steamer was started on what was 
expected to be a permanent line. A single trip sufficed, 
and the steamer went back to Chile. 

Other equally futile attempts of a similar character in 
the early fifties and also in the early sixties might be men- 
tioned. It was not until 1868 that anything like regular 
steamer communication with the Hawaiian Islands was 



92 San Francisco's Ocean Trade — Past and Future 

established, though during the previous two years there had 
been occasional trips by steamers. 

The first of these was by the propeller Ajax, despatched 
by the California Steam Navigation Company. This steamer 
left here January 13, 1866, returning February 22d, and on 
her second trip on April 11th. 

That was experiment enough in that direction for the 
California Steam Navigation Company, and in the follow- 
ing year, April, 1867, the company sold all its ocean steamers 
to the California, Oregon and Mexican Steamship Company 
for about $700,000. 

The next step in the establishment of a steam line 
between San Francisco and Honolulu was made by the 
California, Oregon and Mexican Steamship Company. This 
was the third serious attempt along this line. 

The vessel selected for this experiment was the pro- 
peller Idaho. This steamer had been on the coast only a 
few months, having arrived here from Bath, Me., on Feb- 
ruary 8, 1867. 

The Idaho left here on her first trip to the Islands on 
September 5, 1867. She made three trips in the last four 
months of that year, and monthly trips thereafter until 
May, 1870, being relieved from time to time by the Montana. 

In May, 1870, a new enterprise was projected which was 
expected to continue the monthly service of the previous 
three years. 

This movement originated in Australia under the aus- 
pices of Mr. Hall, who had promised to run steamers from 
Sydney to San Francisco via New Zealand and the Hawaiian 
Islands, and who had secured a subsidy of 12,000 pounds 
per annum from the New Zealand Government for that 
purpose. 

The British steamer Wonga Wonga was put on at Sydney 
as the pioneer steamer of the new through line between the 
Colonies and California. 



San Francisco's Ocean Trade — Past and Future 93 

But the Wonga Wonga did not make good on that trip, 
for she got no further than Honolulu. 

At that time the reciprocity treaty between the Hawaiian 
Islands and the United States was hanging fire in the 
United States Senate, and the Hawaiian planters were try- 
ing to hurry a decision by threatening to send their 
sugar elsewhere than to this country. 

It was thought that an example of that kind would have 
a good effect in emphasizing their threats, and so they inter- 
viewed the parties managing the Wonga Wonga with an 
offer of $10 per ton, to take a cargo of pulp and sugar to 
Australia instead of proceeding to San Francisco. The offer 
was accepted. 

The steamer Idaho was then at Honolulu, and though her 
freight and cabin accommodations were apparently all 
engaged, it was agreed that she should take the passengers 
and freight brought to Honolulu by the Wonga Wonga 
through to San Francisco. This she did, arriving here on 
May 5, 1870. 

The Ajax, which was 300 tons larger than the Idaho, 
was substituted for her, and left here on May 1st. She 
made four round trips to Honolulu in the following four 
months. 

On her first trip down, the Ajax connected at Honolulu 
with the steamer City of Melbourne, second in the new line 
between Sydney and Honolulu. On the up trip the Ajax 
brought 235 passengers, about two-thirds of them being 
from the colonies. 

In September, 1870, the Moses Taylor was substituted 
for the Ajax, making three round trips to the islands in the 
last three months of 1870 and three more in the first quarter 
of 1871. The Ajax then resumed the service for two months, 
or until May, 1871, when the arrangement with the Hall 
steamers ceased and the Australia steamers were with- 
drawn. 



94 San Francisco's Ocean Trade — Past and Future 

This division of the carrying trade between San Fran- 
cisco and Sydney via Honolulu was then abandoned. 

A new line was then formed by Mr. Webb, who had a 
number of idle steamers in port, and who had become asso- 
ciated with Holladay & Brenham, the managers of the Cali- 
fornia, Oregon and Mexican Steamship Company. About 
the same time parties in Australia started a new line which 
also included service from Honolulu to San Francisco. 

The pioneer steamer selected for the British line was 
the City of Melbourne, and J. C. Merrill & Co. were appointed 
agents of the line, while I. W. Raymond was selected as 
agent of the Webb steamers, which consisted of the Moses 
Taylor, Nevada, Nebraska and Dakota. 

The Nevada sailed hence for Sydney on her initial trip 
on April 8, 1871. On her return she was to transfer at Hono- 
lulu her passengers and freight to the Moses Taylor to com- 
plete the trip to San Francisco. 

On the other hand, the British line was a through line 
from Sydney to San Francisco via Auckland and Honolulu. 

Webb kept up his line with more or less regularity 
throughout 1871 and 1872, but in the spring of 1873 he called 
in his steamers and laid them up. 

What became of this British line is a part of another 
story told elsewhere. 

As soon as the Honolulu route was abandoned in 1873, 
the Pacific Mail Company took up the service, and put on 
the Costa Eica. In coming into this port on her fifth round 
trip she ran on the rocks and was wrecked. 

This settled the business of an independent line to Hono- 
lulu for the next four years. 

In 1878, the Pacific Mail Company again took up the 
service by chartering the steamers St. Paul and Wilming- 
ton, each of which made three round trips during the greater 
part of the sugar season, giving the Hawaiians monthly 
service for six months of that year. 



San Francisco's Ocean Trade — Past and Future 95 

The route was then uncovered as an independent one for 
the next three years or more, though the Australian steamer 
continued to call monthly at Honolulu both in going and 
coming between San Francisco and Sydney. 

The final effort to establish a direct and independent line 
between San Francisco and Honolulu was made by the 
Oceanic Steamship Company. The Spreckels were the lead- 
ing factors in that effort. 

The British steamer Suez, 2,125 tons, was chartered for 
this purpose, and made six round trips in 1882, leaving here 
on her first trip June 5th. She made the same number of 
trips in the first half of 1883. After discharging her cargo 
at Honolulu on the last trip, she proceeded to Hongkong, 
whence she came in 1882. 

During the operation of this one year charter, the Oceanic 
Steamship Company was having built at Philadelphia two 
iron propellers for the same trade. 

These were named Alameda and Mariposa, each 1,939 
tons register. The last named arrived here July 15, 1883, 
in a trip of 57 days from Philadelphia and entered the ser- 
vice to Honolulu on July 25th. 

The Alameda arrived on September 22d of the same year, 
under command of Captain Steele in a trip of 46 days from 
Philadelphia, the shortest made on that route up to that 
time. She sailed for Honolulu October 15th. 

On her first trip back from Honolulu, under Captain 
Howard, who brought her out from the East, she made the 
run up in 6% days, while the Alameda made her first run 
up in 6 days, and was turned over to Captain Morse. 

These two vessels were the speediest and most comfort- 
able ever put on that route, and gave to Honolulu a satis- 
factory semi-monthly service for the next two years, exclu- 
sive of the auxiliary service of another line from Australia 
and that furnished by the China steamer of the Pacific Mail. 



96 San Francisco's Ocean Trade — Past and Future 

In the latter part of 1885, the Oceanic Company extended 
the service to Australia and transferred the Alameda and 
Mariposa to that branch, but kept up an independent 
monthly service with Honolulu by placing the steamer Aus- 
tralia on that route. 

This arrangement was continued in force for many years, 
all the steamers of the company in the Australian line call- 
ing at Honolulu, thus practically supplying the Hawaiians 
with an independent semi-monthly service with San Fran- 
cisco. 

The Oceanic Steamship Company has never once lost its 
grip on the route between San Francisco and Honolulu. 
Even after it gave up the Australian service, it kept the 
Alameda on the route between Honolulu and San Francisco, 
and when two years ago it parted with the Alameda, it put 
on the Sierra, and she has since been performing equally 
good service. 

Between 1866 and 1886, both years inclusive, there were 
160 independent steamer trips between Honolulu and San 
Francisco, representing 244,300 tons of tonnage. 

The use of steamers on the Honolulu route, as will be 
observed by this review of such service, despite the several 
lapses noted, has been an interesting as well as an impor- 
tant feature of the tonnage movement of the port of San 
Francisco. 

Prior to the use of this motive power in 1868, sailing 
vessels monopolized the trade, and at one time a large fleet 
of these sailing vessels was required to handle the business, 
and while this fleet embraced some fast sailers, the steamers 
have driven nearly all of them from the route. 

The service even under steam is fairly profitable, because 
of the ability of these carriers to get good cargoes both ways 
during the greater part of the year. 

Sugar, of course, is the principal item in the outward 



San Francisco's Ocean Trade — Past and Future 97 

cargoes from the islands, but the sugar crop has been increas- 
ing from year to year, and probably has not yet reached its 
maximum, while other products for cargoes are also being 
developed on a larger scale. 

The revenue from passenger traffic has added materially 
to the income obtained from the service. 

Steam Line to Australia. 

Steam communication with Australia is a still later devel- 
opment than that mentioned in connection with the Hawaiian 
Islands, and necessarily interwoven to some extent with that 
part of the narrative. 

Residents of the Colonies have apparently taken more 
interest than Americans in the establishment of steamer 
lines between the Colonies and California. 

This is perhaps natural because of the greater interest 
they have had in the movement on account of the better 
service obtainable by way of San Francisco to London than 
by any other route. 

Not only does it furnish a quicker service in the trans- 
mission of mail between the Colonies and England, but it 
affords the traveling public with a more interesting and 
agreeable trip. 

At first the Colonists tried to establish a steamer route 
with Panama, thence across the Isthmus by rail to Aspinwall, 
thence by water to London. For some reason that proposi- 
tion did not meet with favor, and the experiment was aban- 
doned. 

The first actual experiment of a steamer line between 
Australia and California originated in the Colonies. New 
Zealand was the most active in that movement, and voted 
the proposed line a subsidy of 12,000 pounds per annum 
for carrying the mails. 

Mr. Hall was the prime mover in that enterprise, and 
secured the steamers Wonga Wonga and City of Melbourne 



98 San Francisco's Ocean Trade — Past and Future 

for one year in the service, which was opened in May, 1870. 

These steamers never got any further than Honolulu, 
where their passengers and freight were transferred to 
American steamers to complete the service to San Francisco. 
This arrangement lasted just one year. 

The next steamer enterprise on the route, instead of the 
union of British and American in a single line, two through 
lines were formed, one under American and the other under 
British auspices. 

W. H. Webb, a prominent shipbuilder and shipowner, was 
the promoter of the American line, and he placed in the 
service the steamers Dakota, Moses Taylor, Nevada and 
Nebraska. 

The Moses Taylor was to run between Honolulu and San 
Francisco as that part of the service, and the other three 
were to cover the route between Honolulu and Sydney. The 
service was to be monthly. 

Mr. Webb opened the line by sending the Nevada from 
San Francisco on April 8', 1871, nnder command of Captain 
J. H. Blethen. The Nebraska followed on May 6th, under 
command of Captain Harding. The Dakota did not arrive 
from New York until November, 1872, when she was imme- 
diately placed in the line. 

This American line was maintained until the spring of 
1873, having been in operation for the space of two years. 

While this American line was being formed and put in 
operation at this end of the route, a British line was being 
formed at the other end, via Auckland and Honolulu. 

The first steamer in this line was the City of Melbourne, 
which arrived here in June, 1871, with 55 passengers and a 
small lot of sugar from Honolulu. She was consigned to 
J. C. Merrill & Co. 

This steamer was followed by the Wonga Wonga in the 
following month and the City of Adelaide in August. These 






San Francisco's Ocean Trade — Past and Future 99 

registered 838, 1,002 and 1,212 tons, respectively. The new 
line was called the California, New Zealand and Australian 
Mail Line, in which Mr. Hall appeared to have been inter- 
ested. 

The company expected a subsidy of 10,000 pounds from 
Queensland, 25,000 pounds from New South Wales and 10,000 
pounds from Victoria, under a promise of a branch line 
between Auckland and the Fiji Islands. 

This enterprise was not even a nine months wonder. The 
first named two steamers made two trips each and the last 
named one trip. That was the end of the enterprise. 

In 1874, another attempt was made to cover the route 
with a British line. This was more successful than any 
of its predecessors, domestic or foreign. 

The first steamer in this new line was the Macgregor, 
2,167 tons, which arrived at San Francisco on her initial 
trip from Sydney on January 25, 1874, in a passage of 35 
days, including a detention of 25 hours at Honolulu. She 
brought 75 through passengers and the English mails. 

This service was also to be monthly. In February the 
City of Melbourne, 838 tons, came to hand, followed in 
March by the arrival of the Mikado, 3,034 tons, and in April 
by the Tartar, 2,254 tons. 

These steamers alternated with each other, with an occa- 
sional relief boat through 1874 and 1875, making thirteen 
round trips in each year, equal to a four- weekly service. The 
agents of this line were J. C. Merrill & Co. 

In November, 1875, the Pacific Mail Company again took 
up the service of a line between California and the Colonies 
under a small subsidy. 

The pioneer in this new American line was the British 
steamer Yasco de Gama, 2,912 tons, previously in the employ 
of the company under a charter in the China tea service. 

The company also secured, pending some steamers being 



100 San Francisco's Ocean Trade — Past and Future 

built for the company at the East, the British steamers 
Mikado, Australian and Zealandia. 

Of course this new enterprise run the British line off, the 
last steamer inward on account of that line being the City 
of Melbourne in January, 1876. 

On December 10, 1875, the Pacific Mail Company placed 
on the route its new iron steamer City of San Francisco, 
together with its iron steamers Colima and Granada, the 
last named two for one trip each, pending the arrival from 
the East of its new iron steamers City of Sydney and City 
of New York. All the above steamers were in the service 
in 1876. 

The Pacific Mail Company in this second attempt cov- 
ered and controlled the Australia line for ten years, or from 
November, 1875, to November, 1885. 

Upon the surrender of that control, the Oceanic Steam- 
ship Company, which had been operating a semi-monthly 
line for two years between Honolulu and San Francisco with 
its fine iron steamers Alameda and Mariposa, took up the 
service by placing these two steamers and the Australia and 
Zealandia on the route between San Francisco and Sydney 
via Honolulu and Auckland. 

Under this arrangement there was no break in the con- 
tinuity of the service or in its efficiency. The Pacific Mail 
Company had given the Australians the longest and best 
term of service they had ever enjoyed with California, and 
this was fully maintained by the Oceanic Company. 

These four steamers of the Oceanic Company covered 
the route pending the arrival of three others that had been 
ordered to be constructed in Philadelphia. 

The first of these new steamers to arrive was the Sierra 
in November, 1900. She made the trip from Philadelphia 
to San Francisco in 39 2-3 days, the best on record up to 
that time. The Sierra is 3,756 tons, and for the past year 



San Francisco's Ocean Trade — Past and Future 101 

or more she has been doing as good service as ever in the 
Honolulu trade. 

The other two steamers built at Philadelphia arrived in 
the following two months, the Sonoma reporting at this port 
in December, 38 days and 9 hours, and the Ventura, 3,936 
tons, in February, 1901, in 39 days. 

Immediately upon the arrival of these steamers they were 
placed on the Australian route and performed excellent 
service, making their trips with clock-like regularity. 

The schedule in force called for a four-weekly service 
and these steamers met every requirement for speed and 
comfort. 

The company had a small subsidy for some years, and 
even that pittance was finally withdrawn. 

In the report of the Oceanic Company for January 21, 
1902, the gross earnings of the vessels were given at $2,002,- 
219; operating expenses, $1,908,036. The net loss for that 
year's work was reported at $212,726. Only one dividend of 
$12,500 was paid that year, and this was on February 1, 
1901. 

At that time the company had been in operation over 
nine years and for seven years on the Australian route via 
Honolulu. The dividend paid on February 1, 1901, was 
numbered 113. 

The assets of the company at the close of 1901 were given 
as $3,957,276, of which $3,649,646 represented the company's 
interest in seven steamers, the last three new ones being 
valued at $808,000 to $825,000 apiece. 

The liabilities were $2,405,000 for outstanding bonds 
and $646,037 due J. D. Spreckels & Bro. 

In 1902 the deficit between the gross earnings and the 
operating and general expenses was $349,304. The net loss 
in the following year under the same comparison was 
$234,672. 



102 San Francisco's Ocean Trade — Past and Future 

The value of the fleet at the close of 1902 was given as 
$4,101,884 and at the close of 1903 at $4,363,356. 

Subsequent years in the same service were attended, 
with loss. 

In 1908, the Oceanic Company withdrew from the Aus- 
tralian route and put all the steamers engaged on that 
service out of commission as fast as they arrived. Three 
of the vessels so retired were the latest ones built for the 
company, namely, the Sierra, Sonoma and Ventura. 

The Sonoma and Ventura have been lying idle in this 
port ever since. 

The Sierra was placed in the Honolulu trade in 
March, 1910, in place of the Alameda, sold to the 
Alaska Packers Association. 

It is doubtful if any of these experiments in running 
steamers between California and the Colonies or the Colo- 
nies and California — some of them having been inaugurated 
at one end of the route and some at the other — have ever 
netted the promoters much profit. 

The traffic in freight and passengers has been altogether 
too one-sided to produce the best results, or even remuner- 
ative results at all commensurate with the value of the time 
and capital put into the enterprises. 

Between 1871 and 1886, both years inclusive, there were 
184 steamer arrivals at San Francisco from Australia, rep- 
resenting 395,600 tons of tonnage. 

Despite all these failures to maintain an uninterrupted 
steamer service between California and the Colonies, and 
despite all the discouragements and drawbacks that have 
attended these experiments, the route was not long aban- 
doned by the Oceanic Steamship Company, than other par- 
ties, principally in the Colonies, took up the work so will- 
ingly laid down. 

As a result, there has been some sort of steamer service 
between Sydney and San Francisco by other parties and 



San* Francisco's Ocean Trade — Past and Future 103 

other steamers. It is barely possible that some of these 
efforts may result in establishing a distinctive and regular 
line between the two points. 

This is not impossible, and such a result is becoming 
more and more likely as the years go by. There is no way 
of reaching Australia from the mainland than by water. 
The Colonies have long maintained a monthly steamer line 
between Sydney and British Columbia, and several steamers 
have been loaded at Newcastle with coal for San Fran- 
cisco. Steamers with passengers and assorted freight ought 
to be able to compete with steam colliers. 

Steam Line to Society Islands. 

There has been more or less trade with Society Islands 
by San Francisco for many years, but until within the last 
few years most of this traffic has been performed by sailing 
vessels. 

Every little while dissatisfaction made over some long 
trip by a sailing vessel has brought out the desire for a 
steam line on that route from this port, but this desire 
has been generally suppressed by the statement that such 
a service was impracticable without a subsidy, and every 
effort to obtain such aid has failed. 

The first serious attempt to establish such a line was 
made in 1885, and it came about in this way. The Oceanic 
Commercial Society of Hamburg owned the German iron 
steamer Raiatea, and she was sent out from that port to 
Tatiti, and thence to San Francisco, arriving here April 
13, 1885, in a trip of 19% days from Tahiti. 

She was immediately put on the route to Tahiti. She 
made four round trips in 1885 and five in 1886. The up 
trip consumed from 21 to 26 days, which was hardly much 
better than the average time of sailing vessels. She could 
get no subsidy for carrying the mails, and hence there was 
no inducement to shorten the trips. 



104 San Francisco's Ocean Trade — Past and Future 

The line was practically abandoned before the end of 
1886. On her May trip down, after discharging cargo, she 
was sent to Valparaiso in hopes of finding a purchaser there. 

Failing in that, she came back to this port in September, 
and then made two more round trips to Tahiti. 

Her last departure from this port under that renewal 
of service was in January, 1887. At that time she was under 
charter to L. Sresovich & Co. for two round trips between 
San Francisco and Tahiti. 

But she never returned, and she never will. At 2 o 'clock 
on Sunday morning, February 13, 1887, the rotund German, 
Captain Vierick, was aroused and called to the deck by the 
cry of fire. 

In looking for the origin of this alarm he found it when 
his whiskers and eyelashes were burned. He immediately 
ordered the engine stopped, and the vessel brought to, so 
as to stop the draft. As there was considerable oil on board 
and no chance of extinguishing the fire, the boats were low- 
ered and the passengers and crew hurried into them, when 
the steamer was abandoned to her fate. 

Captain Vierick had been often laughed at for keeping 
a compass on the small boats, but it came to be of great 
service at last. 

At the time of the accident, the steamer was not far 
from the Islands, and the small boats were headed in that 
direction, where they arrived safely, though the occupants 
suffered considerably from the great heat and light diet. 

One of the passengers, Mr. Briel, died the next day 
after leaving the steamer. It was said that he died from 
fright. It was also reported that owing to the rapid spead 
of the flames, he was drawn from his berth through a bulls- 
eye not over 12 inches in diameter. 

Subsequent to that event, there were occasional trips 
made by steamers on the same route, but no one had the 
courage to install a service with any promise of permanency. 



San Francisco's Ocean Trade — Past and Future 105 

It was only a few years ago that the Oceanic Steamship 
Company undertook the task by placing in that service its 
splendid steamer Mariposa, which has maintained a monthly 
service with much regularity ever since. 

It is hoped that a service as frequent and as good may 
be maintained indefinitely. The trade is not large, and may 
never become very important. The cargoes down are of 
moderate size, being of a value of $30,000 to $40,000. The 
up cargoes are still smaller and of less value. 

The Society Islands are capable of producing more 
freight, but the difficumlty has been in getting labor. The 
natives are not disposed to do any more work than they 
can help, and other laborers appear to follow their example. 

The climate is said to favor inactivity, and that is an 
element hard to overcome. Modern methods of working the 
soil might help out some if applied. 

The islands can produce cotton and sugar and rubber 
as well as cocoanuts and tropical fruits. California used to 
consume many boxes of Tahiti oranges. 

In addition to all this, the line ought to be maintained 
for the pleasure if affords tourists. A trip around the 
world that does not include a visit to the Society Islands 
is not a complete success. The Mariposa makes the run in 
twelve days and trips so far have been devoid of accidents. 

Steam Lines to South America. 

South America sent some steamers to San Francisco in 
the early fifties. Two steamers from that country are known 
to have arrived in 1854. 

Between 1856 and 1865, an interval of ten years, the 
tonnage arrivals of steam and sail at this port from South 
America amounted to 81,160 tons, or from 6,900 tons in the 
former to 16,200 tons in the latter year. 

The tonnage sent from San Francisco to South America 



106 San Francisco's Ocean Trade — Past and Future 

was very much larger. There was an abundance of idle 
tonnage in this port during that interval, and it was drawn 
upon quite freely for the guano and dyewoods trade. The 
total sent hence to that country for these and other purposes 
was 573,000 tons, equal to an average of 57,300 tons per 
annum, and it was quite evenly distributed during that 
interval. 

Since 1865, there have been many attempts to inaugurate 
a permanent steamer line between South American ports 
and San Francisco, both for account of Peru and Chile, but 
most of them were abandoned after a few months of unprofit- 
able experience. 

In later years these attempts have been of a more endur- 
ing character. However, because of the many interruptions 
to the service, it is hardly worth while to go into the details 
of these operations prior to 1900. 

In the first decade of the present century there has been 
considerable improvement in the service, though in some of 
these years there have been some weak spots, especially in 
the steamer movements. 

In 1901, the arrivals at San Francisco from South 
America numbered 60, representing 102,600 tons of tonnage, 
including 27 steamers of 47,100 tons,. 

In the very next year there was a falling off 50 per cent, 
the total arrivals being 30 of 51,400 tons, including 11 
steamers of 18,400 tons. 

There was quite an improvement in 1903, when the 
arrivals were 23 of 64,600 tons, including 18 steamers of 
54,400 tons. 

In 1904, so far as can be recalled, there was only one 
steamer and 12 sail vessels, with an aggregate tonnage of 
20,400 tons. 

In 1905, the aggregate movement was 21,000 tons, includ- 
ing 8 steamers of 17,000 tons. 



San Francisco's Ocean Trade — Past and Future 107 

In 1906, there was 25,200 tons, including 10 steamers 
of 22,200 tons. 

The 9 steamers in 1907 registered 21,600 tons. There 
were no sail vessels that year. 

For the following two years the movement was quite 
even, and each case double what it was in 1907. The total 
for 1908 was 43,600 tons, including 12 steamers of 38,500 
tons, while the total for 1909 was 43,500 tons, including 12 
steamers of 37,600 tons. 

The year 1910, the last in this review, was the best for 
the entire decade. There were 31 arrivals that year of 
104,400 tons, including 30 steamers of 102,600 tons. 

The changes between steamers and sail vessels in that 
interval were quite marked. 

The total arrivels for the decade were 221, of 498,800 
tons, including 138 steamers of 360,800 tons of tonnage. 

At present the service between California and South 
America is practically in the hands of steamship owners 
and they are likely to retain it and develop it even more 
extensively and rapidly than during the past decade. 

W. R. Grace & Co. have been prominent in this trade for 
many years. 

German Steam Line. 

This is better known as the Kosmos or Hamburg Line. 

This German enterprise was formed in Hamburg in 1899. 
It contemplated a monthly service between Hamburg and 
San Francisco via sundry European ports, the Straits of 
Magellan and South America. 

It was a bold undertaking, and required considerable 
courage and capital. Nothing like it had been previously 
attempted. The distance to be covered was of unusual 
length, the ports of call on the way many, and the trip was 
likely to consume one hundred days or more, though it has 
been covered in much less time. 



108 San Francisco's Ocean Trade — Past and Future 

The first steamer entered out was the Tanis, 1,821 tons, 
which arrived at San Francisco on December 14, 1899, in a 
trip of 89 days. Evidently this steamer did not make as 
many stops as those leaving subsequently, the trips of nearly 
all of which have exceeded 100 days, and many of them have 
been beyond 110 days, including some that took 120 to 130 
days for the voyage. 

The Tanis left here on her return trip on December 21, 
1899, after a stay here of just one week. The cargo she 
took from this port was valued at $89,800. 

There were fourteen steamer arrivals in this line in the 
first fifteen months, which virtually fulfilled the promise of 
a monthly line. 

Six more steamers arrived here in the same line before 
the return of the Tanis on September 6, 1900. 

The fourteen steamers on the line that left here up to 
March 1, 1901, carried cargoes to the value of $1,504,000. 

The managers were so well pleased with the results of 
the business that they promised to do better in the future, 
even going so far as to guarantee an average arrival every 
twenty days. 

This promise was literally made good in 1902 when the 
arrivals averaged a little better than one for every twenty 
days, as there were twenty for that year, equal to one for 
every eighteen days. 

Up to the close of 1910, the arrivals at San Francisco in 
this line numbered 184, representing 547,653 tons of regis- 
tered tonnage. The largest number in any one year was 
22 in 1907, representing 68,900 tons, while in 1910 the arri- 
vals were 16 of 58,665 tons. 

In the last four years there were 77 arrivals in this line, 
showing an average of one arrival for every 19 days. 

Considering the long route and the many ports of call, 
and the unavoidable delays incident thereto, the above 



San Francisco's Ocean Trade — Past and Future 109 

record is an exceedingly good one and shows a commend- 
able persistence in the overcoming of obstacles. 

Soon after the inauguration of the line, the service was 
extended so as to include Puget Sound ports, and after dis- 
charging the freight designed for distribution here, the 
steamers proceed to the Sound, calling at San Francisco on 
the return to finish cargo before starting on the long trip 
home. 

When this line was first proposed, there were some doubts 
about the feasibility of the service, not from a navigation 
point of view, but from the financial standpoint. 

The fact that the service is now in its twelfth year is 
pretty good evidence that the profits have been satisfac- 
tory to the parties interested, despite the losses and minor 
accidents that have been experienced. 

Around the World Line. 

Several attempts have been made to establish an around 
the world line of steamers, starting from some European 
port and via the Suez Canal to India, China and Japan, 
thence back via the Pacific Coast and the Straits of Magel- 
lan or Cape Horn to Europe. 

Some of these lines were started from Puget Sound and 
others from some port in Europe. 

One of the latest ventures of this kind was a French line 
starting from Havre via the Suez Canal and the Orient 
and thence back to Europe via San Francisco. 

The first steamer in this line reached San Francisco in 
June, 1909. Three others followed in the last half of that 
year and six more during the year 1910. 

Thus far in 1911 there has been only two, one of these 
leaving here on February 3d, and the other on April 1st. 
This is considered the last of the enterprise for the present 
at least. 



110 San Francisco's Ocean Trade — Past and Future 

In all, six different French steamers were employed in 
this service, and the San Francisco agents were G. W. 
McNear & Co. 

American Hawaiian Line. 

It began to be realized more than a score of years ago 
that steam was encroaching upon sail in the ocean carrying 
trade, even in the long routes that at one time were consid- 
ered impossible to cover by steam because of the large quan- 
tity of coal that would be needed between the port of load- 
ing and the port of discharge. 

This condition was brought home with much force in 
American shipyards, where the inducements to build sailing 
vessels had well nigh disappeared. 

To save the entire abandonment of the one and only route 
still left to American shipping, namely, the domestic trade 
between the Atlantic and Pacific, it became imperative to 
construct a line of steamers to cover the all-water route 
between San Francisco and New York via the Straits of 
Magellan. 

This was known to be something of an undertaking, for 
big iron steamships cost money, especially when built in 
this country, and that a good many of them would be needed 
to meet the volume of such trade. 

The proposition to build such a fleet required careful 
consideration and much counsel from those best informed 
in a matter of such grave importance. 

Even the most wealthy do not like to put millions of 
dollars in an enterprise without some pretty good assurance 
that it will pay, or at least that they can get back in time 
a new dollar for the one invested. 

Finally it was decided to go ahead, and orders were 
given both on the Atlantic and the Pacific to proceed with 
the construction of a sufficient number of steamers with large 
carrying capacity for a service between New York and San 



San Francisco's Ocean Trade — Past and Future 111 

Francisco, and incidentally between other Atlantic and other 
Pacific ports. 

A corporation was formed under the name of the Ameri- 
can-Hawaiian Steamship Company with an ample capital 
and a strong directorate. 

With the settlement of these details, the contracts were 
let, and the work of building a big fleet of freight steamers 
under American auspices was simultaneously started on both 
sides of the country. 

The keels for the first two were laid for the American 
at Philadelphia and for the Californian at San Francisco. 
The last named was the first to be completed and placed in 
service. 

Owing to a delay in the completion of the American, the 
steamer Hyades was chartered to inaugurate the opening 
of the line westward from the Atlantic side. 

The steamer Hyades registers 2,932 tons and arrived here 
on that first westward voyage of the new line in December, 
1900. 

It is to be noticed as a coincidence that the ship Alex 
Gibson, the last sailing ship at that time on the route 
between New York and San Francisco, arrived here in the 
same month, thus leaving that route entirely uncovered by 
sail vessels for the first time since 1849. 

The new steamer American followed the Hyades from 
New York, arriving here in January, 1901. After discharg- 
ing, cargo for the Hawaiian Islands to the value of $68,000 
was taken, and she cleared for the islands via Puget Sound, 
taking a cargo of sugar from Honolulu to New York. 

The new line at first and for some time afterwards was 
by the way of the Straits of Magellan, thus abandoning 
the route via Cape Horn which had previously been so gen- 
erally used by vessels plying between domestic ports on the 
Atlantic and Pacific. 



112 San Francisco's Ocean Trade — Past and Future 

By the end of 1901, the new line had made a good start. 
In August of the same year, the company had four steamers 
in the service and had contracted for four more. 

Before returning to New York, the Hawaiian made one 
trip to Honolulu, returning in June, 1901, with a cargo of 
8,600 tons sugar, the largest of the kind that had been landed 
at this port up to that time. 

The total amount of deep water tonnage that arrived 
at San Francisco from all sources in 1901 was 745,900 tons, 
of which 180,700 tons was represented by 86 freight steamer 
arrivals. The total amount of tonnage from domestic Atlan- 
tic ports included in the foregoing total was 46,300 tons, of 
which 38,900 tons was represented in the 15 freight steamer 
arrivals from that source. 

On her first trip from New York in 1902, the steamer 
Californian came through in 62 days. The American came 
in two months later in 60 days. 

The Nevadan arrived here on her first trip from New 
York June 25, 1902, in 61 days. She was followed by the 
Oregonian on her first trip of 60 days from New York. 

Two more new steamers in the same line made their first 
trips from New York in the same year, the Nebraskan in 
October in 65 days and the Alaskan in November in 59% 
days, so that by the end of 1902 there were at least seven 
steamers under the ownership of the company and in active 
service. 

These seven steamers have since been increased to seven- 
teen at an outlay by the company of $11,000,000. The big 
steamer Massachusetts was added in 1911. 

Ten of the company's steamers arrived here from New 
York in 1903, the two new ones for that year being the 
Texan in a trip of 52% days, and the Arizonian via Los 
Angeles in a trip of 60 days. The steamer Alaskan, which 
arrived in July, came by way of Panama, making the trip 
in 63 days from New York and 21% days from Panama. 



San Francisco's Ocean Trade — Past and Future 113 

There were three other steamers from New York in 1903. 
These were the J. L. Luckenbach, 3,192 tons, in January, 
and the Minnetonka, 3,860 tons, and Minnewaska, 3,860 tons, 
the former in June in a trip of 88 days, and the latter in 
August, 84 days. 

The Pacific Mail Company's steamers Korea and Siberia 
arrived here on their initial trips from Newport News, the 
former in July, 1902, in 59 days, and the latter in February, 
1903, in 52 days. 

The steamers J. L. Luckenbach, Minnetonka and Minne- 
waska returned to New York with good cargoes, the first 
going back in March, carrying freight to the value of 
$286,000, and the other two in the following September and 
October, one of them with 4,700 tons sugar and 785 barrels 
wine, valued at $470,000 and the other with assorted freight 
valued at $285,000. 

At the close of 1903, the company determined to substi- 
tute oil for fuel instead of coal. The plant was first installed 
on the Nebraskan and she left here on January 23, 1904, for 
New York as an oil burner with freight valued at $175,000. 
The experiment was perfectly satisfactory, and that settled 
it for the other steamers of the line. 

The completion of a railway enterprise in Mexico in 
1908 was an event that the company had been anxiously 
awaiting for some time, as one that would greatly shorten 
the service between San Francisco and New York, and also 
between Honolulu and New York, for the transportation of 
sugar, in which it had been engaged for several years. 

The steamer Isthmian, that had been built in this city, 
was loaded and cleared for New York direct with a cargo 
valued at $275,000 to take her place on the new route and 
on the Atlantic side. 

The steamers Nebraskan and Nevadan were the first 
steamers placed in the new route on this side. The former 



114 San Francisco's Ocean Trade — Past and Future 

left here on her first trip by the new way on May 28, 1908, 
and the latter on June 23d, each carrying through freight 
for New York valued at $27,500 and $25,000, respectively. 

The steamers sailed hence directly for Salina Cruz, where 
the freight was put on cars and carried to Puerto Mexico, 
and there placed aboard the company's steamers direct for 
New York. 

After two more round trips by the same steamer, with 
only through freight for New York in each case not exceed- 
ing a value of $30,000, arrangements were effected for 
enlarging the destinations to include distribution in Euro- 
pean ports. 

On August 20, 1908, the Nebraskan left for Salina Cruz, 
with freight for New York valued at $106,000, together with 
small consignments for England, Germany and Norway, and 
on September 12th the Nevadan followed with a value of 
$127,800 for New York, and $40,500 for Great Britain; and 
again on October 6th the Nebraskan took a value of $416,000 
for New York, in addition to small consignments for Europe. 

The first big steamer to be placed on this new route was 
the Alaskan, which left here on October 31, 1908, with a 
cargo valued at $1,327,300, including $1,264,300 for New 
York, the most valuable cargo up to that time that had ever 
been sent from San Francisco to New York. The remainder 
of the cargo was for distribution in Great Britain, Holland, 
Germany and other European countries. 

Since then this trade between the Pacific and the Atlantic 
via the Tehuantepec route has increased as the months and 
years have come and gone. 

While the service of the American Hawaiian Steamship 
Company from the very start has been generally satisfactory 
to shippers and importers on both sides of the country, it has 
been especially so since the opening of the Tehuantepec 
route. 



San Francisco's Ocean Trade — Past and Future 115 

A sixty day service via the Straits of Magellan was a 
great improvement over the average of 130 days by sailing 
vessels around the Horn. 

Upon the opening of the Tehuantepec route, the service 
was still further cut to at least one-half the time formerly 
consumed on the route via the Straits of Magellan. 

Later the time was still further lowered, some cargoes 
being only 21 to 23 days in transit. 

Indirectly, Oregon and Washington have participated in 
the service, while Hawaiian sugar planters have found it of 
great value in disposing of the steadily increasing sugar 
crops. 

Tramp Steamer Service. 

While all departments of business are served in the main 
by those especially fitted for the same, there is always a 
large army on the outside willing to lend a hand for a short 
or long period as the inducement offers. 

It is so with the ocean carrying trade the world over. 
Usually vessels are built for specific lines, routes or trade. 
When business fails in any one direction, these vessels are 
sent out to seek business, wherever they can find it, and any 
kind of business that may offer in the same way as a man 
seeks a job. 

Of course some vessels have been built for the general 
market, and if when finished they fail to find a purchaser, 
the owners place them for any carrying business that may 
offer. 

There have always been more or less of such idle vessels 
in all the great ports of the world. They happen to arrive 
at some port at the time when they are not needed, and the 
owners have to choose the alternative of retaining them in 
idleness or despatching them to some more favorable port. 

At times, San Francisco has managed to utilize some of 
these tramp vessels, especially those of the steamer type. 



116 San Francisco's Ocean Trade — Past and Future 

In the pioneer days of San Francisco, the harbor con- 
tained many idle vessels for which there was literally no use. 

That was before California furnished much freight of any 
kind for shipment across the seas. In some subsequent years, 
San Francisco with much difficulty secured the tonnage 
actually needed for its coast and deep water trade. 

Tramp steamers got some business out of the port as 
early as 1873. But it was many years afterwards before 
that experience was repeated. 

In 1881, under some rush orders for iron rails, several 
steamers were sent here from Europe with such cargoes at 
a reasonable rate of freight under a guarantee that they 
would be furnished return cargoes from this port. 

For the year ending November 1, 1882, eight of these 
steamers with iron rails from Europe were loaded back, 

In the decade ending with September, 1891, sixteen 
tramp steamers found employment at this port. 

There were two other reasons for the large influx of 
tramp steamers in 1881 and 1882. 

One of these was the big wheat crop that had just been 
harvested in California and the inadequate supply of sail 
tonnage to meet the urgent requirements of exporters. 

Another and equally important factor was the desire to 
rush as many Chinamen into the port as possible, pending 
the adoption of legislation by Congress restricting importa- 
tions of that character. 

At the start, it was not known just what form this legis- 
lation would assume, but there was a proposition to do some- 
thing to curtail the movement within reasonable bounds. 

Parties interested in the employment of Chinese labor, 
fearing the supply might be cut off or greatly reduced, 
immediately sought to increase it even beyond their needs, 
so that they might have a surplus to meet the anticipated 
wants of the future. 



San Francisco's Ocean Trade — Past and Future 117 

The capacity of the steamers in the regular lines was 
found insufficient to meet this increased demand for coolie 
labor, and hence the necessity for the employment of tramp 
steamers. 

The first tramp steamer to arrive under this arrangement 
was the Mee Foo, 1,200 tons. This was a Chinese steamer, 
owned and manned by Chinamen. A steamer bearing the 
same flag had arrived during the previous year. The Mee 
Foo made the trip over in 28 days. 

There were four other tramp steamers from Hongkong 
in the last half of 1881, and seventeen more in 1882. 

The Chinese Restriction Act adopted by Congress went 
into effect August 4, 1882. The effect on this form of immi- 
gration was marked. 

For the year 1880, the whole number of passenger arri- 
vals at San Francisco from China and Japan was 6,710. 

In 1881, the number of such arrivals was 19,231, including 
11,000 for the last half of the year. 

For the first seven months of 1882, preceding the opera- 
tion of the law, the number was 27,105, making over 38,000 
in thirteen months, while for the last five months of 1882, 
the arrivals were only 300. 

In thirty months, 33 tramp steamers of 67,000 tons arrived 
at this port. 

At least two of these violated the passenger act restrict- 
ing the number they could carry, one having an excess of 
163 and the other an excess of 326. 

The sources of this freight steamer tonnage for that year 
were as follows: Eastern Atlantic ports, 15 steamers of 
38,933 tons ; Germany, 16 of 36,951 tons ; South America, 27 
of 47,095 tons; Hawaiian Islands, 8 of 10,000 tons; British 
Columbia, 9 of 19,622 tons ; Japan, 8 of 20,300 ; other sources, 
3 of 7,545 tons. 

In 1902, the steamer arrivals from all sources in the deep 
water trade were nearly 50 per cent greater than the sail 



118 San Francisco's Ocean Trade — Past and Future 

arrivals. There were not many tramp steamers in this list, 
though among the few that did arrive there was one of ex- 
ceptional size that secured a charter to take 3,000,000 feet 
of lumber and other cargo from Puget Sound to China. 

In 1903, the freight steamer arrivals at San Francisco 
were 98 of 257,200 tons, against 76 of 196,500 tons in 1902. 
The sources of the freight steamers in 1903 were as follows : 
Eastern Atlantic ports, 14 steamers of 55,800 tons ; Germany, 
18 of 43,200 tons; Belgium, 7 of 18,952 tons; Hawaiian 
Islands, 36 of 80,900 tons; China, 12 of 31,500 tons; Japan, 
8 of 21,600 tons ; other sources, 3 of 5,500 tons. The steamers 
from Belgium brought needed steel rails for the Southern 
Pacific Company. 

Little was done along this line for the next few years. 

In 1896 there was a renewal of this sort of business on a 
very large scale. In the last six months of that year, twenty- 
five of these steamers took cargoes from this port. 

All these steamers came from the Orient, and all were in 
ballast upon arrival, though one by way of Puget Sound 
discharged a cargo of tea before coming here. 

After another lull of four years, quite a number of tramp 
steamers were sent to this coast, and most of them were 
fortunate in securing cargoes, seven of them being loaded 
here, seven at Portland and nine on the Sound. That was 
the record for the first half of 1901. 

During the calendar year of 1901, there were 86 freight 
steamer arrivals at San Francisco, representing 180,700 tons 
of tonnage. These were altogether outside of the regular 
freight and passenger lines with the Orient, Panama, Mexico, 
Australia, British Columbia and the Hawaiian Islands. This 
was the largest amount of tramp and regular freight 
steamer tonnage up to that time. 

The fifty freight steamer arrivals in 1900 represented over 
100,000 tons of tonnage. About one-fifth of the total was 



San Francisco's Ocean Trade — Past and Future 119 

credited to the regular Hamburg freight line, which con- 
tributed 11 steamers that year, or their equivalent. 

Another factor in the tramp steamer situation that year 
was the urgent demand of the American and German Gov- 
ernments, incident to the troubles in China. In July of that 
year, there were twenty tramp steamers of 48,800 tons headed 
for San Francisco in response to these Government orders. 

The steamer tonnage arrivals at San Francisco from all 
deep water ports in 1904 represented 945,000 tons of tonnage 
or more than double the amount of sail tonnage. The list 
included but few tramp steamers. Most of the purely freight 
tonnage that year was in the coal and sugar trade. 

In the last few years, while there has been a steady 
increase in the tonnage represented by steamer arrivals at 
this port, tramp steamers have not figured to any appreciable 
extent in the movement, and this is probably true because of 
the wider sphere now covered. 

Dollar Steamship Company. 

This company has been in operation only a few years, 
and was founded by Robert Dollar, a prominent business 
man. 

The nucleus for the enterprise was the purchase of the 
steamer Simon J. Murphy which arrived at this port from 
Baltimore in December, 1901. This steamer was given the 
name of Melville S. Dollar, and registered 921 tons. 

The vessels subsequently added are the Bessie Dollar, 
3,679 tons ; Grace Dollar, 289 tons ; Harold Dollar, 607 tons ; 
M. S. Dollar, 2,713 tons ; Hazel Dollar, 3,150 tons, and Stanley 
Dollar, 983 tons. 

The Bessie Dollar is the largest addition to the fleet. This 
is a splendid steel steamer, built at Glasgow in 1905, and of 
course flies the British flag. 

These steamers have not been confined to any special 



120 San Francisco's Ocean Trade — Past and Future 

route or any particular class of trade, either in the domestic 
or foreign service. 

They have always been open to any form of engagement 
for short or long voyages on the coast or in deep water, and 
they have been well employed. . The latest addition to this 
line is the Robert Dollar, 3,400 tons. 

California and Atlantic Line. 

One of the latest deep water steam lines to engage in the 
commerce of San Francisco was put in operation in the latter 
part of 1910 under the name of the California and Atlantic 
Steamship Company. 

This was the outcome of the re-opening of the all sail line 
between San Francisco and New York via Cape Horn by 
Bates & Chesebrough. 

Upon the inauguration of the American Hawaiian Steam- 
ship Company's line between New York and San Francisco 
via the Straits of Magellan in 1901, the business of sending 
ships from the Atlantic to the Pacific was practically aban- 
doned, except for a few coal vessels that found their way 
out from Baltimore and Philadelphia. 

There was scarcely a ship loaded at San Francisco for a 
domestic Atlantic port from 1901 to 1908, respectively. 

In 1902, there were three ships thus loaded and the same 
number in 1903, two in 1905, but not a single one in 1904, 
1906, 1907 or 1908. 

Prior to the suspension of the service in 1900, about a 
dozen ships loaded here annually for New York. 

In 1909, the Cape Horn route received a renewal of atten- 
tion on this side with the despatch of the ships Aryan, 
Magna Reva, Edward Sewall and Astral, the barkentine 
Good News and the steamer Shawmut, the last named having 
been sent back to her home port. 

The Cape Horn route was similarly covered from this 



San Francisco's Ocean Trade — Past and Future 121 

port in the first half of 1910, when the ships Aryan, Shenan- 
doah, Magna Reva, Acme, Dirigo and S. B. Carleton were 
sent out. 

In the last quarter of 1910, Bates & Chesebrough, as rep- 
resentatives of the California and Atlantic Steamship Com- 
pany, secured some half a dozen steamers, which were put 
on the route between San Francisco and the Isthmus. 

Eleven good sized cargoes of assorted freight were 
despatched by these steamers in that interval, with through 
freight for domestic Atlantic ports, the same being reshipped 
across the Isthmus to steamers on the other side, including a 
side service with Charleston and New Orleans. 

During that brief interval the new company made quite 
a stir in transportation circles between the Pacific and the 
Atlantic. 

Pacific Coast Steam Lines. 

Pacific Coast ports were given steam service promptly 
and generously in 1849, though most of the earlier efforts 
were confined to the Southern coast, the steamers running 
as far south as San Diego. 

At the same time the Pacific Mail Company, under its 
first subsidy, sent its steamers as far north as Portland, 
Oregon. 

The California Steam Navigation Company took up the 
coast service quite early, subsequently relinquishing the 
same to Holladay & Brenham, the representatives of the 
California and Mexican Steamship Company and the North- 
ern Pacific Transportation Company. 

In September, 1872, the Pacific Mail Company bought 
all the Holladay steamers and interests south of San Fran- 
cisco, and operated that service until 1874, and then sold 
out to Goodall, Nelson and their associates. 

The firm of Goodall & Nelson was formed in 1860. At 
first the business of the firm was confined to the employ- 



122 San Francisco's Ocean Trade — Past and Future 

ment of tug boats and the supplying of vessels in the 
harbor with fresh water. 

Things went along in this way for about five years 
before an opportunity presented for branching out. It 
happened in this way: 

Brennan & Co. had an interest in the little steamer 
Salinas, 98 tons, and in several small sailing vessels, 
together with a number of landings, warehouses, etc., on 
the coast between San Francisco and Monterey. 

The firm became embarrassed, and its interests in these 
properties were sold by order of the sheriff, and Goodall 
& Nelson became the owners of the same, their bid being 
the highest. 

That was the second step in the progress of the firm, 
but not the last nor the best. 

The Salinas was originally 147 tons, but was cut down 
to 98 tons by the law of 1882. She was built in this city 
in 1861, and was continuously in service for 25 years 
or more. 

Her earnings for that period were more than five times 
her cost, and she was the pioneer of a large and fine fleet 
of steamers that subsequently passed to the control of 
this firm and its successors and assigns. 

With this little steamer and three small schooners, 
Goodall & Nelson went quietly along until 1868, when they 
built the propeller Santa Cruz, 295 tons, at a cost of about 
$80,000. This was followed in 1869 by the construction of 
the steamer Monterey at a cost of $60,000. 

Up to that time comparatively few steamers had been 
built here for ocean service. 

In 1869, the steamers Kalorama and Donald, 469 and 
136 tons, arrived here from New York under sail. Both 
had been used as Government transports in the Civil War. 
The Donald was one of the steamers built for General 
Ward in China, but he died before it was delivered. 



San Francisco's Ocean Trade — Past and Future 123 

Both steamers were put on the Southern coast route, 
but were sold to Goodall & Nelson in 1871. In the follow- 
ing year, the firm purchased the steamer Constantine. 

George C. Perkins joined the firm in 1872, when the title 
was changed to Goodall, Nelson & Perkins. In 1879, Mr. 
Perkins was Governor of the State and later became United 
States Senator from California, a position he still holds. 
He is the Chairman of the Naval Committee. 

In 1874, the company acquired additional steamers from 
the Pacific Mail Company and others. As a result of these 
purchases, John Rosenfeld was taken into the firm, which 
was then incorporated under the name of Goodall, Nelson 
& Perkins Steamship Company, with a capital of $2,000,- 
000, and to this corporation all the property was trans- 
ferred. 

At that time, the company's fleet consisted of the 
steamers Salinas, Santa Cruz, Monterey, Kalorama, Con- 
stantine, Donald, Los Angeles, Fideliter, Gipsy, Senator, 
Pacific, Mohongo, Orizaba, California and St. Louis, together 
with the schooners Sea Nymph, Mary Ellen and Onward. 

The California mentioned in the above list was the first 
steamer sent to the Pacific Coast by the Pacific Mail Com- 
pany. 

The purchase of the above steamers gave the new cor- 
poration a swing of the whole coast from San Diego to 
Victoria, B. C. 

In 1876, Captain Nelson retired, and Edwin Goodall, a 
younger brother of Charles Goodall, Sr., took his place. 
At the same time the corporate name was changed to 
Pacific Coast Steamship Company. 

Goodall, Perkins & Co. continued as owners of the 
majority of the stock until 1882, when they sold their inter- 
est to the Villard combination, continuing, however, to act 
as general managers of the company, and at the same time 



124 San Francisco's Ocean Trade — Past and Future 

securing the agency of the Oregon Eailway and Navigation 
Company's steamers. 

Several other changes in property holdings took place 
between 1874 and 1883. In that interval three other 
steamers were purchased, three others were sold and five 
were lost in the service. 

In 1883, the company took a new departure in the con- 
struction of a better class of steamers. Iron propellers 
had become popular, and an order was given to Cramp & 
Sons, Philadelphia, for the best steamer that could be made. 

When this vessel was still on the stocks, Russia began 
to anticipate trouble with some European power, and the 
Minister of War, in looking about for steamers, concluded 
that the one being built by Cramp & Sons for the Pacific 
Coast Company was just what he wanted, and he purchased 
it for the Russian Government, the Pacific Company real- 
izing a profit of about $100,000 in the transaction. 

Later, an exact duplicate of the one sold to the Russian 
Government was built by Cramp & Sons and sent to the 
Pacific Coast for the Pacific Coast Steamship Company. 

Two more iron propellers were subsequently built for 
the company. One of these was the Santa Rosa, built by 
John Roach & Sons in 1884 at a cost of $600,000. Other 
steamers were added to the fleet by purchase, in order to 
make good some further losses and others that had been 
ordered to be broken up. 

In September, 1887, the fleet controlled by and in the 
service of the company consisted of eighteen steamers. 
These were all classed as propellers, and five of them were 
constructed of iron. All but three were owned outright. 

The iron propellers owned by the company were the 
Queen of the Pacific, State of California and Santa Rosa, 
all first class and registering 1,200 to 1,600 tons. Those 
under charter were the iron propellers City of Chester and 



San Francisco's Ocean Trade — Past and Future 125 

George W. Elder and the wooden propellor Mexico. The 
little steamer Salinas was one of the fleet, and was doing 
good service. 

Eleven of the steamers controlled by the Pacific Coast 
Steamship Company in 1887 were of comparatively small 
carrying capacity, registering from 100 to 800 tons, all 
wooden propellers. There were also two other wooden pro- 
pellers in the list, of 1,200 and 1,300 tons, respectively. All 
of these wooden vessels have since been lost or otherwise 
disposed of. 

One of the iron propellers in the list was the City of 
Chester, 800 tons, which was subsequently lost in collision. 
The other one was the George W. Elder, 1,200 tons, which 
is still in service, as are also the other three iron propellers 
in the list of 1887, except the Santa Rosa, together with 
a dozen others. 

Despite all the varied opposition steam lines that have 
been placed in the domestic Pacific service in the last 
quarter of a century, the Pacific Coast Steamship Company, 
an enterprise based on the little steamer Salinas of 1861, 
has maintained its position by keeping up a high standard 
of service. 

The route it covers extends from British Columbia on 
the north to Mexico on the south. It also has one or more 
steamers in the Alaskan trade. 

The steamer Santa Rosa was wrecked on the Southern 
California coast a few months ago. 

The latest additions to its line are the large iron pro- 
pellers Governor and President, each about 2,400 tons 
register. 

The San Francisco and Portland Steamship Company 
was formed in 1904, taking over the service of the Oregon 
Railroad and Navigation Company. The steamers first put 
in operation by the San Francisco and Portland Company 
were the Columbia and George W. Elder. Later the St. 



126 San Francisco 1 s Ocean Trade — Past and Future 

Paul, Senator, and State of California, the last named two 
by charter from the Pacific Coast Steamship Company, and 
the Aztec, City of Panama, and Costa Rica by charter from 
the Pacific Mail, were added to the service. 

In 1909 the company bought the transport Lawton, con- 
verted her into an oil-burner and changed her name to Rose 
City. Later the Kansas City was purchased from an Eastern 
company. 

In the same year the San Francisco and Portland Com- 
pany had constructed at the East the steamers Bear and 
Beaver, each 357 feet long, with a gross tonnage of 4,500 
tons. These were placed in service last year. 

The last named two, together with the Rose City, are 
now being operated between Los Angeles, San Francisco and 
Portland, and are among the best equipped vessels in the 
Pacific coastwise service. 

Not to be outdone by these evidences of enterprise, the 
Pacific Navigation Company last year brought out from 
the East the turbine steamers Harvard and Yale, both of 
which were placed upon arrival in the service between San 
Pedro (the port of Los Angeles) and San Francisco. These 
are considered the speediest steamers in the coast trade, 
with a schedule of 18 hours between the two points, which 
has since been maintained with clock-like regularity, while 
some of the trips have been made in 17 and even in 16 hours. 

In March, 1911, the Pacific Navigation Company 
extended the service to San Diego, under a schedule of 
25 to 28 hours up and down. 

In 1887, there were 54 steamers of 32,400 tons register 
in the Pacific Coast service, of which 13 had a registered 
tonnage in excess of 1,000 tons, the extremes of these large 
vessels being 1,200 to a little over 2,000 tons. 

The largest of the other 41 steamers was 900 tons and the 
smallest 90 tons, while 28 of the number registered less 
than 500 tons. 



San Francisco's Ocean Trade — Past and Future 127 

Even as early as 1887, steamers were crowding sail ves- 
sels from the Pacific Coast service. 

Most of the smaller steamers were schooner rigged, and 
built for the freight trade, bringing produce of all kinds 
to San Francisco, including even coal and lumber. 

An illustration of the encoachments of steam on sail 
during a period of five years at that early date is furnished 
by a comparison of the arrivals of vessels in the Pacific 
Coast trade in April, 1881, with April, 1886. In the former 
year these arrivals were 268 of 81,430 tons, and in the latter 
year 227 of 81,000 tons. In 1881, the steam tonnage was 
40 per cent of the total, while in 1886 it was 50 per cent. 
In August, 1887, of the 295 arrivals in this trade 132 were 
steamers. 

From 1849 to 1886, both years inclusive, a period of 38 
years, there were 79,814 arrivals of vessels of all kinds in 
the Pacific Coast trade, representing 18,350,510 'tons of 
tonnage. 

In the last five years of that period these arrivals aver- 
aged over 3,000 per annum and the tonnage represented by 
the same over 1,000,000 tons per annum. 

The expansion of this service in the last twenty years 
of the interval covered was something remarkable. 

In 1866, these arrivals were 1,654, representing 320,800 
tons, while in 1886 there were 3,252 arrivals, representing 
1,000,400 tons. 

In the former year, railroads had not penetrated the 
interior of the State to any appreciable extent, and most 
of the produce of the interior intended for tide water had 
to be transported by vessels, while in the latter year, there 
were many more miles of railway available for the service, 
and yet despite these added facilities of land carriage, the 
coast vessels steadily increased in number and in aggre- 
gate carrying capacity. 



128 San Francisco's Ocean Trade — Past and Future 

Steamers in Sugar Trade. 

Sugar transportation between the Hawaiian Islands and 
San Francisco in the early years was performed exclusively 
by sail vessels. 

In recent years, steamers have been doing that work to 
the exclusion of nearly all sail vessels. 

In this trade of late, the Matson Navigation Company 
has taken a prominent part. It has in its fleet three of the 
largest steamers in that trade. These are the Honolulu, 
Lurline and Wilhelmina; also the Hilonian and Enterprise. 

The Oceanic Steamship Company's steamer Sierra is 
also in the same trade. 

All these steamers have fine cabin accommodations for 
passengers, and all make quick trips. 

All the steamers of the Pacific Mail Company in the 
China trade call at Honolulu. 

The innovations of steam in the direct sugar trade 
between the Hawaiian Islands and domestic Atlantic ports 
has been equally marked. 

For some years prior to 1895, the Hawaiian planters 
sent all their sugar to San Francisco for distribution. In 
time, the quantity received here was in excess of the wants 
of the State and adjacent territory. 

Usually this excess was reshipped to the other side of 
the country by rail, or by sail via Cape Horn, or steamer 
via the Isthmus. 

Sugar shipments direct from the islands to Eastern 
refineries were inaugurated in 1895. 

This movement was the result of a failure to obtain a 
satisfactory renewal of freight rates by rail from San 
Francisco. 

This initial service from the islands to New York direct 
by the all-water route was in 1895, when seven ships were 
despatched on the long trip with 21,661 tons sugar. 



San Francisco's Ocean Trade — Past and Future 129 

By a singular coincidence, the quantity so diverted was 
just what the railroad lost, as the shipments hence by rail 
that year were 67,054 tons, against 88,886 tons in 1904. 

In 1896, fifteen ships were engaged for the same island 
trade, representing 38,000 tons of tonnage, and they carried 
45,867 tons sugar. These ships were chartered for the ser- 
vice at $5.50 per ton to New York and $5.75 to Philadelphia. 

In 1897, this sugar fleet embraced 30 ships, the first of 
which left on December 24, 1896, and the last on July 28, 
1897. 

The charterers of the fleet for that year had the option 
of delivery at San Francisco, New York, Boston, or Phila- 
delphia. At least 30 of the ships chartered under that ar- 
rangement in that year proceeded with their cargoes to do- 
mestic Atlantic ports. 

These ships carried 1,465,938 bags of sugar, equal to 
181,043,343 pounds, or 90,521 short tons, showing an aver- 
age of 3,000 tons to each ship. Rates for such transporta- 
tion in that season were $5 to $5.50 per ton, equal to 
$475,000. 

All these 30 ships arrived at their destination prior to 
December 1, 1897, except one. This was the ship Commo- 
dore, which was wrecked on the voyage, the first and only 
accident of the kind to date. 

Four of these ships made the voyage inside of 100 days. 
The best trip was 90 days, by the Susquehanna. The S. P. 
Hitchcock and W. F. Babcock each made the trip in 92 days, 
and the Luzon in 98 days. The Henry Yillard covered the 
distance in 100 days, and five others in 103 days. The 
longest trip was made in 144 days. Four others made it in 
130 to 139 days, while all the others went under the 128 
day mark. 

In 1898, the fleet from the islands to New York con- 
sisted of 13 ships, which took 38,186 tons sugar. The 



130 San Francisco's Ocean Trade — Past and Future 

decreased shipments direct that year was due to a greater 
diversion overland from San Francisco incident to more 
favorable terms. 

In 1899, 14 ships took 43,767 tons sugar from the 
islands direct to New York and Philadelphia. Three other 
ships had been chartered for the same service. One of 
these was the Edward 'Brien, wrecked off Diamond Point, 
while making for Honolulu. The other two were the Aryan 
and the George Curtis, the former failing to make the 
trip because of needed repairs, and the latter because of 
sale to a San Francisco firm. 

About 20 vessels were chartered to load in the same 
service in 1900, but several of these charters were subse- 
quently cancelled, while four of the ships took their car- 
goes to San Francisco. 

The number loaded for New York in 1900 was 13 of 
25,500 tons of tonnage. It is estimated that these took 
40,000 tons sugar to Eastern refineries in that year. 

During the first six years that this exclusively ship ser- 
vice between the islands and Atlantic ports was in opera- 
tion, 92 ships took 280,000 tons sugar direct to Eastern 
refineries. 

Apart from the loss of one cargo by the wreck of the 
Commodore, the only other disaster to this large fleet was 
some damage by fire on the iron ship Kenilworth, which 
went into Valparaiso, where the damaged portion of the 
cargo was removed, and the remainder was taken to des- 
tination. 

Prior to this direct movement between the islands and 
New York, and in consequence of an over supply of Hawai- 
ian sugar in San Francisco, a considerable shipment of this 
sugar was made direct from this port to New York. Eight 
ships were engaged for this purpose, carrying 21,676 tons, 
valued at over $2,000,000. Four of these ships went in 
1887 and four in 1888. 



San Francisco's Ocean Trade — Past and Future 131 

In 1900, upon the completion of the first four steamers 
for the American-Hawaiian Steamship Company, steamer 
service was introduced in the direct sugar trade of the 
islands, with ports on the Atlantic. This company has a 
large fleet of steamers in that trade. 

In the last ten years, for the most part, Hawaiian 
planters have sent sugar designed for Eastern refineries 
under steam rather than under sail as formerly. 

Steamers in Coal Trade. 

Prior to 1871, it was not thought feasible to employ 
steamers in the transportation of coal between distant points 
on the deep water routes, at least on this side of the 
country. 

Despite this impression, John Rosenfeld, a prominent 
coal dealer in San Francisco and largely interested in the 
British Columbia coal mines, concluded he would try the 
experiment. 

He had been transporting coal from British Columbia to 
San Francisco for some years in the ship Shooting Star, 
which arrived here from New York in 1863. 

The introduction of steam in the coal trade might have 
been further delayed but for one circumstance, and that 
was the ability to secure a good iron steamer for this trade 
at a reasonable rate. This was a tramp steamer sent here 
for a market. 

Mr. Rosenfeld purchased this steamer and fitted it up 
for the coal trade between Vancouver, B. C, and San Fran- 
cisco. That was the first attempt at this port to place this 
character of freight under steam. 

This must have been a successful venture, for from that 
day to the present the bulk of the British Columbia coal 
trade has been under steam, and from a single steamer of 
1,200 tons registered tonnage, there have been of late sev- 



132 San Francisco's Ocean Trade — Past and Future 

eral steamers of much larger capacity regularly employed 
in that trade, some of them with cargoes of over 6,000 
tons. 

In fact, there has not been for some years hardly any 
coal transported from the mines on this coast in any other 
vessels than steamers. 

In the meantime, this feature in the coal carrying trade 
has been extended to much longer and less feasible routes, 
until now every part of the world has been covered. 

The main supply of foreign coal at this port has come 
from Australia, and of late years, many steamers have 
arrived here from the Colonies with such cargoes. 

In a similar way, cargoes of coal have been received 
here from Japan, Eastern Atlantic ports and Europe. 

The Government has been using steamers for several 
years in transporting coal from Virginia to the Pacific fleet 
in these waters. 

Steamers in Lumber Trade. 

The use of steamers in the Pacific Coast lumber trade 
began in the seventies. The first attempts were noticed in 
the construction of small wooden schooners with steam as 
an auxiliary power. 

It did not take long, nor the building of many steam 
schooners, to prove that such means for transporting lumber 
from one point to another along the coast could be under- 
taken and carried on with a fair degree of profit. 

At least twenty of such schooners were in the coast 
lumber trade in 1887, according to a compilation made by 
the writer in that year. Most of these ranged from 100 
to 200 tons register, while all were under 300 tons. 

The building and use of these schooner rigged steamers 
for the Pacific Coast trade did not cease with the con- 
struction of the first twenty, nor was the use of such vessels 



San Francisco's Ocean Trade — Past and Future 133 

confined entirely to the lumber trade. They became avail- 
able for all sorts of trade, and the number steadily increased 
for many years afterwards. 

The success attending lumber transportation under 
steam on these short voyages gradually led to the adoption 
of the same means in the same trade on the long routes, 
and of course to the use of larger vessels. 

A registry of the vessels owned on this coast on January 
1, 1911, shows a list of 160 steamers adapted to the lumber 
carrying trade, and which were in service at that time or 
had previously been so employed. 

The rated lumber carrying capacity of these steamers 
ranged from 100,000 feet to 3,700,000 feet. 

It is true that most of the lumber steamers in the foreign 
trade have been loaded at Puget Sound and Oregon ports, 
and most of these have been under foreign flags. 

The service has afforded special attractions to what are 
known in maritime circles as tramp steamers. 

In the last four months of 1910, the lumber clearings 
from the coast in the deep water trade were 156, of which 
53, or one-third, were steamers, including 36 under the 
British flag, 11 under Norwegian flag, and 6 under the Ger- 
man, Japanese, Austrian and American flags. 

Steamers in Wheat Trade. 

Forty years ago it was deemed impracticable to use 
steamers in the grain carrying trade on the long routes, 
and yet charges for such service were much higher then than 
they were some years later when steamers began to be 
so used. 

It was in 1873 that San Francisco loaded its first steamer 
with wheat for Europe, and this was not exactly under 
normal conditions. 

The vessel upon which this honor was conferred was 



134 San Francisco's Ocean Trade — Past and Future 

the British steamer Quang Se. This steamer had been in 
the tea trade between China and this port under time 
charter that expired upon her last arrival here. 

It was necessary to return her to her home port in 
Great Britain. She was offered a wheat cargo and accepted 
the same. This cargo included 4,779 bbls. flour, 26,760 ctls. 
wheat and other freight, valued at $161,900. She sailed 
hence for Europe on November 15, 1873. 

Of course this was an unusual event, and outward 
freights that year were very high. The experiment was not 
duplicated for many years. 

Two events combined in 1881 to suggest grain shipments 
by steamer. One was the large wheat crop of 1880, and the 
inadequacy of sail tonnage to transport the same to a 
foreign market, and the other was the necessity of import- 
ing iron rails by steamers from Europe to meet the urgent 
demands of the Southern Pacific. 

A concession on the rates for bringing the iron to San 
Francisco was obtained by a promise of a good rate on 
the wheat cargoes to be carried back to Europe by the 
steamers. 

In the last five weeks of 1881 four of these steamers 
were loaded with wheat and cleared for Europe, together 
with four more in 1882, and one in each of the four follow- 
ing years. 

These twelve steamers in those six years took 25,764 
bbls. flour, 655,700 ctls. wheat and 31,417 ctls. barley. 

One of these steamers was the Escambia, which came 
here by way of British Columbia. This steamer capsized 
on the bar in going out, and disappeared immediately. 
Three boats were launched, and most of the crew were taken 
off, but only four persons were saved. A combination of 
unfavorable conditions caused the wreck. 

Another steamer in that fleet was the cable steamer 



San Francisco's Ocean Trade — Past and Future 135 

Silvertown. This steamer had recently completed the lay- 
ing of a cable for account of South America, and was 
ordered back to Europe by way of San Francisco. This 
was the largest steamer to enter this port up to that time. 

The Silvertown was chartered for wheat for Europe 
by John Bosenfeld, and the loading attracted crowds to 
the wharf. She carried 107,100- ctls. wheat, the largest 
cargo of the kind cleared up to that time. 

In 1889, the charter of the little steamer Southern Cali- 
fornia, employed in the British Columbia coal trade, expired, 
and she was ordered back to Europe, taking as cargo 23,000 
ctls. wheat. 

In 1891, two more steamers followed, one with 91,188 
ctls. wheat and the other with 69,550 ctls. barley. In the 
same year, eight small steamers were loaded here with 
breadstuffs for South America, on account of the partial 
failure of crops there. 

The steamer for Europe with barley in 1891 was the first 
ever so loaded for Europe at this port. 

In February, 1893, a steamer left here for Europe with 
97,600 ctls. wheat. 

The eighteen steamers that cleared hence for Europe 
between November, 1873, and February, 1893, took 31,133 
bbls. flour and 1,017,885 ctls. grain. 

The collapse of a wheat deal in 1895, and the purchase 
of a carry over stock of 175,000 tons wheat in May of that 
year, led to a renewal of exports by steamers. One steamer 
in that year loaded 111,300 ctls. barley and another 22,000 
ctls. wheat. 

A still more important movement of grain by steamers 
took place in the last half of 1896, when twenty-five 
steamers were thus loaded and cleared. 

This fleet took 1,294,398 ctls. wheat, 1,090,789 ctls. bar- 
ley and 57,155 ctls. rye, or a grand total of 2,442,342 ctls. 



136 San Francisco's Ocean Trade — Past and Future 

grain, equal to 122,117 short tons, on which the freight earn- 
ings were $724,748. 

Four of these steamers took straight cargoes of barley, 
five barley and wheat, two barley and rye, two barley and 
miscellaneous cargo, and twelve straight cargoes of wheat. 

Three of the steamers were chartered at 30s, six at 28s 9d, 
nine at 27s 6d, three at 26s 3d, three at 25s, and one at 22s 6d. 

All these steamers came here in ballast from China, 
Japan and East Indies, though one had first landed a tea 
cargo at Tacoma. 

All were iron vessels, nearly all British, and nearly all 
were chartered prior to arrival. Another lost a charter by 
not being ready to take cargo, and another failed to load 
that year by not reaching port in time. 

Seven were cleared for St. Vincent for orders for any 
portion of the United Kingdom or the Continent, five direct 
to Antwerp, two to London, and one, respectively, to Leith, 
Hall and Bristol, four to Calcutta, and one, respectively, to 
Bombay, Coronel, Sydney and Algoa Bay. 

This was decidedly the largest and most important grain 
fleet under steam to leave this port up to that time. 

The first of the fleet to leave was the British steamer 
Linlithgowshire, on July 31, 1896. When twelve days out 
her machinery broke down beyond repair, and after drifting 
about in mid-ocean for several weeks, she was abandoned 
about 300 miles off the coast of Central America, the offi- 
cers and crew making shore in small boats. 

The first of the next fleet of steamers with grain from 
this port was the Siam, on December 12, 1900. This steamer 
had been under a time charter in the British Columbia coal 
trade, and as this had expired she was ordered home, taking 
with her a cargo of 87,300 ctls. wheat. 

Six other steamers followed her in the first four months 
of 1901. These seven steamers took 770,668 ctls. wheat, 



San Francisco's Ocean Trade — Past and Future 137 

five clearing for St. Vincent for orders, one for Barcelona, 
and one for Valparaiso. 

Since 1901, comparatively few steamers have been loaded 
with, wheat at this port. Low rates for ships for that service 
and the large decrease in the wheat crops of the State have 
practically eliminated steamers from that trade. 

In the meantime, however, there have been some large 
shipments of barley from this port by steamer. 

In the last six months of 1910, fourteen steamers hence 
for Europe either took whole or partial cargoes of barley, 
including three in the regular German line. Six of these 
steamers took over 100,000 ctls. each, including one with 
150,000. Another with an equally large cargo was wrecked 
while passing out. 

Steamers in California Oil Trade. 

The large increase in the production of earth oil in Cali- 
fornia in the last decade has developed an entirely new 
demand for steamer tonnage on the Pacific Coast, both in 
the domestic and foreign trade. 

Attempts at first were made to handle the water trade 
by sail vessels, and several fine steel ships were built 
expressly for that purpose and sent here from the Atlantic 
coast. These did the work fairly well for a short time, 
but most of them have since been eliminated. 

Now the three most important corporations operating 
in the California oil fields and in the export trade have 
their own steamers, either by construction, purchase or 
charter. The Associated Oil Company has just added the 
large steamer "W. F. Herrin, and the Union Oil Company 
the Oleum. 

These corporations are the Associated Oil, Standard Oil 
and Union Oil. 

Shipments of fuel oil were first made to the Hawaiian 



138 San Francisco's Ocean Trade — Past and Future 

Islands under sail. The second vessel in that trade was the 
Fullerton, with 598,000 gallons on October 4, 1902. The 
Marion Chilcott followed in November with 17,000 bbls. 

While these movements were in progress, the Union 
Iron Works was executing an order for an iron steamer for 
this service. The Whittier, the name of the new steamer, 
left here for Honolulu on April 29, 1903, with 420,000 
gallons of oil, and on the 1st of June took down her second 
cargo. 

A week later she was followed by the steamer Argyll, 
with 30,000 bbls. Later other steamers were added to the 
service on the same route, including the Monterey and 
Rosecrans. 

The first cargo of refined oil sent hence to China by 
steamer left this port September 10, 1904, by the British 
steamer Housatonic. 

The steamer Senator was sent to Victoria on February 
18, 1905, with 25,000 bbls. fuel oil. She was followed by 
the Whittier on April 6th with 10,000 bbls. This was the 
beginning of the oil trade with British Columbia. 

On October 16, 1905, the British steamer Azov left here 
with 20,000 bbls. oil for Caleta Buena, the first cargo to 
South America. 

On May 31, 1906, the steamer Seminole left for Calcutta 
with 2,200,000 gals, refined oil, the first sent hence to India. 

On September 15, 1906, the first cargo of refined oil was 
sent to Mororan by the steamer Housatonic, which took 
1,400,000 gals. This opened the trade with Japan, which 
has been as important as that with China. 

The Standard Oil Company was behind all these move- 
ments with China, India and Japan. It had previously been 
serving these countries from the Atlantic side, but had 
found it more advantageous to transfer the business to Cali- 
fornia. 



San Francisco's Ocean Trade — Past and Future 139 

The first full cargo of case oil sent to Japan from San 
Francisco left on November 13, 1906, by the big steel ship 
Astral, which took 133,200 cases. 

The Philippine Islands was the next division of the 
world to share in the benefits of California oil. The steamer 
Inteopolis left here for Manila on December 3, 1906, with 
119,518 cases oil. 

About the same time, the Union Oil Company, whose 
works are in the southern part of the State, with general 
offices in San Francisco, began exporting oil to distant 
markets, by sending a cargo of 25,000 bbls. by the steamer 
Argyll to Ancon. This cargo has since been followed by 
others, as there has been a good demand for oil in the 
construction of the Panama Canal. 

The Union Oil Company has provided for a further exten- 
sion of trade in that direction by putting down a pipe line 
across the Isthmus along the route of the canal. It has 
tanks for the storage of oil at either end of this pipe line, 
and will therefore be in condition to supply oil burning 
steamers passing through the canal, with needed fuel. This 
pipe line on the Isthmus will also make it possible to supply 
Eastern Atlantic markets with Pacific oil should there ever 
be an occasion for such service. 

Thus far the oil shipments from this coast to Ancon have 
all been absorbed on the Isthmus, and that is likely to be a 
good market for years. 

The steamer Santa Rita, with 1,800,000 gals, crude oil, 
was sent to San Jose de Guatemala in March, 1907, thus 
opening up a new market for the article. This cargo has 
been followed by others. 

In December, 1907, a new foreign field was entered in 
the clearance for Hongkong of the British steamer Housa- 
tonic with 1,230,000 gals. oil. The Dakotah followed in the 
same month with 1,600,000 gals. 



140 San Francisco's Ocean Trade — Past and Future 

In March, 1908, the Alaskan market was entered, the 
steamer W. S. Porter taking a cargo of 53,000 bbls. oil to 
Juneau, A. T. 

Though California oil cargoes had been sent to Chile 
as early as October, 1905, the first cargo to Peru did not 
leave here until September 4, 1909, when the British steamer 
El Lobo took down 1,516,000 gals, fuel oil. 

In this connection is a coincidence worthy of mention. 
This same steamer El Lobo arrived at San Francisco on 
February 24, 1911, with 30,000 bbls. crude oil from Peru, 
and went back with a similar cargo. 

Oregon has been drawing supplies of earth oil from 
California for several years. 

It will thus be seen that about every section bordering 
on the Pacific Ocean has been reached and measurably cov- 
ered by those engaged in the oil industry of California. 

The only omitted sections are Mexico, Australia, and 
some of the Pacific islands. It is not known that any serious 
attempt has been made to enter these markets. 

There has been no abandonment of any one of the coun- 
tries where a foothold has been made. On the contrary, 
instead of confining the shipments to the first port visited 
on an errand of this kind, the service has been extended to 
several other ports in the same country. 

"While of late the shipments to some of these ports have 
not been as large as in some previous years, the export trade 
in California earth oil in the aggregate has been steadily 
increasing, and there is good reason to believe that it will 
continue to expand. 

This is an entirely new field for steamers on this side of 
the world, and a dozen or more have been employed and 
are still covering the various routes. 

During the first eight months of 1911, the oil shipments 
by water from California were in excess of any previous 



San Francisco's Ocean Trade — Past and Future 141 

twelve months. In the same interval, about thirty different 
steamers have been employed in this trade, and many of 
them regularly. These steamers are fitted with tanks for 
carrying oil in bulk. The oil is pumped both in and out, 
thus giving quick despatch in loading and unloading. Two 
large new steamers were recently added to the California 
oil fleet. 

Several pipe lines bring the oil directly from the wells 
to tide water. Large refining plants have been erected, 
and the industry is already one of great and growing impor- 
tance. 

The Standard Oil Company opened its first agency in 
San Francisco for the sale of its products in 1878, the office 
force at that time consisting of a manager, clerk, and office 
boy. The company is now erecting a large steel building 
in the heart of the city for general office purposes and to 
house its 400 employes. Today, in addition to its large 
export trade by water to distant markets, it is doing a large 
business with all the Pacific States and has on its pay rolls 
on the coast 4,800 employes. 

The opening of the oil industry in California has been 
of great benefit from every standpoint. 

Steamers in General Trade. 

Within the past two years, the use of steamers has been 
still further extended between distant ports and San Fran- 
cisco in the transportation of general merchandise back 
and forth. 

Leading San Francisco importers have been transferring 
their trade from ships to steamers to an extent that has 
become noticeable. It is believed that this movement may 
become still more general. 

The innovation appears to have been made by Balfour, 
Guthrie & Co., and to have been followed by Henry Lund, 
Parrott & Co., and others. 



142 San Francisco's Ocean Trade — Past and Future 

Several of these steamers were on their way to this port 
from Europe in January, 1911. 

Some of those that arrived in 1910 were loaded back 
with canned fruit, vegetables and salmon, as well as grain. 

So far, these arrangements have been satisfactory to all 
parties concerned. Importers on both sides of the world 
are receiving their consignments much more promptly, and 
time is an important consideration in business affairs. 

Steamers in Whale Trade. 

When it was proposed to hunt whales with steamers, the 
scheme was regarded as little less than foolish, on the 
ground that steamers would frighten the whales, and so 
make their capture more difficult. 

Despite these pessimistic views, the enterprise was under- 
taken. New Bedford furnished one steamer for the service 
and San Francisco supplied six. 

This new departure in the whaling business began many 
years ago. Since then the number of steamers engaged has 
been considerably increased, but San Francisco has always 
been in the lead in furnishing steamers. 

Instead of half a dozen steamers, the number employed 
in some of the subsequent years has been as high as 16. 

The use of steamers in this industry has been a success 
from the start, and the wonder is that they were not intro- 
duced many years earlier, before the hunt for whales became 
less interesting and less profitable. 

San Francisco is justly credited with inaugurating the 
movement. 

Sixty years ago, when cruising for whales in the Arctic 
was a prominent industry, and when it meant much for 
those engaged in it, the trade was controlled by parties 
in New Bedford, Mass., and a cruise for whales meant an 
absence from that port of about three years. 

Then the major part of the fleet made the Hawaiian 



San Francisco's Ocean Trade — Past and Future 143 

Islands their winter quarters. In some winters over one 
hundred whalers pulled up there. 

The catch of several vessels was consolidated and put 
aboard such vessels as had been ordered back to New Bed- 
ford. The remainder of the fleet was fitted out at the islands 
and took an early start in the spring for the Arctic or the 
South Seas. 

Occasionally some of these vessels would come into this 
port for a supply of fresh water, which they obtained from 
Sausalito. Such visits were made long before the gold dis- 
coveries were known. These vessels were probably the first 
of the American type to sail through the Golden Gate. 

These exceptional visits were made long after the port 
became better known and before there was any idea of 
giving up winter quarters at the islands. 

Three events have contributed materially to the decad- 
ence of the whaling industry. The first of these was the 
discovery of earth oil in large quantity in the Atlantic 
States in 1856. 

The second event was the almost total destruction of 
the Arctic fleet by the rebel steamers Alabama and Shen- 
andoah, fitted out at British ports. 

The third was an almost total loss in a subsequent year 
of the Arctic fleet by being caught in ice floes and crushed. 

The owners of these vessels never received any remuner- 
ation directly or indirectly for the damage inflicted by the 
first of those events. The country at large, however, has 
been materially benefited by the discovery of earth oil. 
That was a providential event, that happened just at the 
right time. 

Some years after the fleet had been burned by rebel 
cruisers from English ports, England settled claims growing 
out of that high-handed outrage on innocent victims, by an 
award of $15,000,000. 



144 ' • San Francisco's Ocean Trade — Past and Future 

Some compensation was obtained from underwriters for 
vessels destroyed by the ice jam. 

The third and last event was hardly needed to destroy 
the old-time enthusiasm in this industry. That enthusiasm 
was already on its ebb tide. 

As early as 1860, San Francisco began to attract whalers 
to come here to winter and obtain outfits for a new cruise. 

In that year, 14 whalers of 3,300 tons arrived here for 
that purpose. In the following three years, these arrivals 
numbered 15, 9 and 14, respectively. 

A noted increase in these arrivals took place in 1864, 
when the number was 34 of 11,000 tons register, the largest 
fleet that had reported here up to that time. That was 
the last year of the Civil War, and the owners of the vessels 
were anxious to get them under American protection. 

The arrivals in the following year were 32. This was in 
1865. The fleet in the Arctic numbered about 100 vessels, 
of which 90 were under the American flag. Of this number, 
28 were destroyed, 26 of them being burned and the other 
2 by other casualties. Of the remainder, 20 arrived at San 
Francisco in the last half of that year, and 48 went into 
Honolulu. 

The 26 that arrived here between August 25th and 
November 11, 1866, brought 15,983 bbls. oil and 220,600 
lbs. bone, while those arriving in 1865 had 11,320 bbls. oil 
and 114,000 lbs. bone. 

Eight of this fleet were owned and fitted out at this port. 

There was a notable decrease in the Arctic whaling fleet 
in the next three years. In 1869, only two small whalers 
reported at San Francisco, but in the very next year there 
were 14, and two years later there were 28. 

In the next four years, the decimating process was 
again in force, with the result that only 7 whalers reported 
in San Francisco in 1876. 

Immediately following that year, interest was renewed. 



San Francisco's Ocean Trade — Past and Future 145 

Headquarters for wintering had been changed from Hono- 
lulu to San Francisco. Parties here became interested. 

The result was the formation of the Pacific Steam Whal- 
ing Company, the infusion of new capital, the building of 
steamers for the service, the creation of the corporation 
known as the Arctic Oil Works for the refining of the oil, 
and later a factory for preparing the bone in commercial 
form ready for use. 

Under this stimulus, there were from 20 to 22 arrivals 
in each of the following four years. 

Starting with '26 arrivals in 1881, the number was stead- 
ily increased, with few exceptions, until it reached 50, in 
1893. 

That was the largest number of whalers that ever 
reported at San Francisco in a single season. 

For some years previous there had been little induce- 
ment to secure large quantities of oil, owing to the low 
prices offering. 

From 2,800 bbls. oil brought by the fleet to this market 
in 1876, the quantity had increased, irregularly of course, 
until 1887, when it reached 32,884 bbls., which was the 
joint catch of the 41 vessels that arrived that year. 

Though 42 vessels arrived in the year following, the 
combined oil cargoes amounted to only 16,000 bbls. 

In the next four years the annual average was a little 
under 13,000 bbls. 

Only once since 1892 has the total exceeded 9,000 bbls. 
That was in 1902, when 16 whalers sent down 10,976 bbls. 
This total includes consignments received by trading vessels. 

For the past eighteen years, the total deliveries of oil 
from the Arctic fleet have been only 89,000, or less than an 
average of 5,000 bbls. per annum. 

During the greater part of this long interval, the prin- 
cipal interest attending the hunt for whales has been for 



146 San Francisco's Ocean Trade — Past and Future 

the bone, which for the most of the time has brought good 
prices, reaching in some years over $5 per lb. 

From 8,800 lbs. bone brought by the 7 vessels at San 
Francisco, in 1876, the quantity increased to 603,400 lbs. 
in 1887, the year when the oil deliveries were also the 
heaviest. 

The largest quantity since received was 416,650 lbs. in 
1902. 

In only two years since 1900 has the quantity delivered 
here exceeded 100,000 lbs., while the average has been about 
62,000 lbs. per annum. 

Another new feature introduced in this industry by 
Californians was the practice of having some of the fleet 
winter in the Arctic. This custom has been followed to a 
greater or less extent since 1890. In 1894, thirteen of the 
fleet wintered there, and in the following year, fifteen, of 
which twelve were steamers, making sixteen steamers in the 
fleet that year. 

Tonnage in the Cod Fisheries. 

Prior to 1865, all the codfish consumed on this coast was 
taken from Atlantic waters. Of course these deliveries 
up to that time were entirely by the water route, either by 
steamers via the Isthmus or by sailing vessels via Cape 
Horn. 

Consignments by steamer generally came through in 
good order, despite the hot weather encountered on a por- 
tion of the voyage. Some of the consignments by sailing 
vessels were also delivered in good order. Others attained 
a high rank for undesirableness before they reached con- 
sumers. 

Up to that time no effort had been made to find out 
whether there were any codfish in the Pacific Ocean. 

That discovery, like many others before and since, was 
left to chance. 



San Francisco's Ocean Trade — Past and Future 147 

The old Eastern built brig Timandra had been sent from 
San Francisco to the Amoor river with an assorted cargo. 
On her way back, in ballast, she was becalmed off the Island 
of Saghalien. While waiting for a breeze, the crew threw 
lines from the deck and were surprised to haul in quite a 
lot of codfish. 

Freeman, Smith & Co. of this city were in the Amoor 
river trade at that time. 

The bringing of this little consignment of fresh codfish 
to San Francisco created much interest in what has since 
proved to be an important industry. 

The brig Timandra and other small craft were sent to 
these new-found fishing grounds in 1865, and seven cargoes 
of Alaska codfish came to hand in 1865, aggregating 469,- 
400 fish, equal to 587 tons dried fish. 

In the very next year, 18 small vessels were fitted out for 
a codfishing cruise to the north. Most of these went as far 
north as the Ochotsk Sea. 

One of the fleet went out under orders to take her cargo 
to Australia. Another returned in ballast. A third one 
never came back. 

The fifteen cargoes received that year contained 724,000 
fish, equal to 902 tons dried. 

Since then these fishing grounds off the coast of Alaska 
and in the Bering and Ochotsk Seas have been annually 
visited by a fleet of small vessels varying in number from 
about a half dozen to upwards of a score, or that number in 
the equivalent of arrivals. 

By the establishment of fishing stations on Choumagin 
Island and Sand Point, the fishing seasons have been greatly 
extended. In this way, cargoes have been made up in 
advance for the schooners and vessels of still larger class 
sent up from San Francisco to bring them down. 

In 1869, the number of fish returned was in excess of 



148 San Francisco's Ocean Trade — Past and Future 

1,000,000, and in the following year the total was 1,265,500. 

In the following seven years, the catch brought to San 
Francisco was much smaller, the smallest total for that 
interval being 381,000. 

Since 1887, the number of fish brought to San Francisco 
has almost invariably exceeded 1,000,000, and in 1883 it 
was 1,750,000. 

T. W. McCollam was the first man to take up this new 
line of business. Later he was followed by Mr. Lynde, of 
Lynde & Hough, and then by Nicholas Bichard. These gen- 
tlemen retained their interests until called by death. 

The business then went under the control of the Union 
Fish Company and the Alaska Codfish Company. 

The business has been brought to a high standard and 
enjoys a wide market. 

Tonnage in the Salmon Fisheries. 

Oregon began canning salmon in 1866, but it was some 
years later before the industry called into use deep water 
tonnage, except for export purposes. 

This was also largely the condition with the same indus- 
try on Puget Sound, in British Columbia and in California. 

The Alaska salmon fisheries were at first exploited by 
San Francisco capital, as represented in the Alaska Packers? 
Association. 

These fisheries being so far removed from the base of 
supplies, it was necessary to buy, build or charter deep 
water tonnage in large supply to transport men and 
materials for catching and canning the fish and to bring 
to San Francisco the results of the season's work and the 
men sent to perform it. 

In this task upwards of forty vessels have been engaged 
for several years. Many of these are ships, barks and 
steamers of good size, so that a considerable amount of 
capital is now invested in tonnage for the salmon fisheries. 



San Francisco's Ocean Trade — Past and Future 149 

From Forty-nine to Eighty-six. 

That was an immense fleet which entered the Golden 
Gate at San Francisco between January 1, 1849, and Decem- 
ber 31, 1886, a period of thirty-eight years. 

The number of these merchant marine arrivals in that 
interval and the registered tonnage represented by the same 
was compiled by the writer in 1887, when it was much 
easier to get at the facts than it is now, because of the 
diminished sources of information in these matters, incident 
to the loss of records from various causes. 

For the first three years of this period the destruction 
of the local customs house by fire swept into oblivion all the 
Government papers and books stored therein. 

From various other sources here and at the East an 
approximate idea of the extent and sources of the arrivals 
for those three years has been obtained. 

The customs district of San Francisco was not estab- 
lished until September, 1850, and it was not until 1856 
that the Government undertook to compile commercial facts 
by customs districts. 

From 1849 to 1886, steamer lines were in operation with 
more or less regularity between San Francisco and Panama, 
Nicaragua, British Columbia, Mexico, Hawaiian Islands, 
Australasia, China and Japan and the Society Islands. 

The line between Nicaragua and San Francisco was not 
opened until 1851, and was entirely uncovered between 
1858 and 1862, and in 1868 it was for the second time and 
as a finality abandoned in favor of Panama, where service 
was commenced in 1849. 

Steamer service on the other routes did not commence 
until 1858, and from that time down to 1885, when connec- 
tion was made with Tahiti. 

From a single steamer line representing 14 arrivals and 
13,500 tons of tonnage, in 1849, there were 260 steamship 



150 San Francisco' s Ocean Trade — Past and Future 

arrivals from foreign ports in 1886, representing 369,760 
tons of tonnage. 

The independent line to Honolulu was suspended from 
1874 to 1877, and again from 1879 to 1881, so the arrivals 
on that route up to 1886 covered only 14 years, though the 
service was inaugurated in 1866. There were also some 
short time lapses on the Australian route. 

A summary of these steamship arrivals from foreign 
ports at San Francisco from 1849 to 1886, both years inclu- 
sive, is herewith annexed : 

ROUTE. PERIOD. NO. TONS. 

Panama 1849-86 1,279 2,691,413 

Nicaragua 1851-68 171 215,643 

British Columbia 1858-86 1,432 1,718,960 

Mexico 1859-86 294 312,607 

Hawaiian Islands 1866-86 160 244,311 

Australasia 1871-86 184 395,502 

China and Japan 1867-86 477 1,550,463 

Society Islands 1885-86 10 6,500 

Total 4,007 7,135,399 

In 1887, the Pacific Mail Company either owned or con- 
trolled 18 iron or steel propellers. 

These 18 steamers represented 34,200 tons of tonnage. 
For the previous two years the company had not added a 
single steamer to the fleet. 

Pending this delay and before proceeding to order addi- 
tions to the fleet, the company was appealing to Congress 
for some subsidy or some additional subsidy for carrying 
the mails, or some rebate on the materials in the construc- 
tion of new steamers. 

What the company did in the way of additions to the 
fleet subsequent to 1886 is covered elsewhere in this story. 

In addition to the steamer arrivals in the foreign trade 
of San Francisco from 1849 to 1886, there were during the 



San Francisco's Ocean Trade — Past and Future 151 

same interval 14,833 sail arrivals in the same trade, repre- 
senting 9,870,120 tons of registered tonnage. 

From 316 of such arrivals in 1849, representing about 
120,000 tons of tonnage, the number was irregularly 
increased until it reached 549 arrivals of 537,764 tons of 
tonnage in 1886. 

The smallest number of arrivals in the interval was 217 
of 85,100 tons in 1857, though the smallest amount of ton- 
nage to enter was 80,000 tons in 1855. 

The largest number of sail arrivals in the same interval 
was 671 of 649,100 tons in 1881. The number of such arri- 
vals was the same in 1882, when the tonnage was 638,800 
tons. 

The numerous arrivals at that time were due to the 
unusually heavy demand for ships to carry away the surplus 
of an unprecedented wheat crop. 

The sail tonnage arrivals at San Francisco from domes- 
tic Atlantic ports from 1849 to 1886 were 4,409, represent- 
ing 4,903,400 tons of tonnage. 

The arrivals from the above sources were the most 
numerous in the first six years of the period named, due 
to the rush of gold seekers and the supplies necessary for 
their subsistence until productive sources in California could 
be made available. 

Statistics of these arrivals in those six years are quite 
defective for reasons already given. There was not that 
discrimination between the Pacific and Atlantic in the domes- 
tic tonnage movement in those early years as obtained later. 

This accounts for the variations in the statistical records 
supposed to be more or less authoritative. 

It is conceded that the sail arrivals from domestic Atlan- 
tic ports from 1849 to 1854, both years inclusive, varied from 
about 200 to 350 per annum, while the tonnage represented 
by such arrivals varied from 200,000 to 250,000 tons per 
annum. 



152 San Francisco's Ocean Trade — Past and Future 

In no subsequent year did the arrivals from domestic 
Atlantic ports exceed 150 or the tonnage represented by 
the same 160,000 tons. 

There was an irregular decrease in the number from 1854 
to 1865, when there were 80 arrivals of 85,800 tons. 

From this low point, the number was increased to 146 
of 161,000 tons in 1869. 

The completion of the first through railway between 
New York and San Francisco in 1868 had the effect of 
diverting much freight intended for the Pacific Coast from 
the Cape Horn route. 

In 1871, there were only 58 arrivals of 68,200 tons of 
tonnage at this port from New York and other Eastern ports. 

In 1875 and for the following two years, there was a 
better showing made on this route, the arrivals for those 
years varying from 81 to 88 and the tonnage from 116,200 
tons to 150,500 tons. 

In 1886, these arrivals numbered only 29 of 52,500 tons. 
How the Cape Horn route for reaching San Francisco by sail 
was subsequently virtually abandoned is told elsewhere in 
this story. 

The number of steamer and sail arrivals at San Francisco 
from domestic Pacific ports from 1849 to 1886 was 79,874, 
representing 19,350,500 tons of tonnage. 

This department of trade has had few drawbacks from 
the start. The business shows a steady development from 
year to year. 

From about 200 steam and sail arrivals in 1849, the 
number was 3,252 in 1886, representing over one million 
tons of tonnage. That was the fifth year in succession that 
the million mark in volume of tonnage had been passed. 

In the North Pacific fisheries, the arrivals from 1852 to 
1886 numbered 960 of 220,300 tons. 

Most if not all of this tonnage was to the credit of 
whalers. Some whalers visited this coast before 1852, and 



San Francisco's Ocean Trade — Past and Future 153 

even before 1849, but there is no accurate record of such 
arrivals. 

The steamer and sail arrivals at San Francisco from all 
ocean sources from 1849 to 1886 approximate 104,083 of 
41,489,100 tons of tonnage. 

The sources of the sail tonnage included in these totals 
for the 38 years ending with 1886 were as follows: 

FROM. AEEIVALS. TONS. 

Europe 3,356 3,171,511 

Australasia 2,066 2,040,799 

China and Hongkong 1,194 962,805 

Japan 252 186,279 

East Indies 521 389,285 

British Columbia 1,252 992,703 

South America 1,255 628,682 

Central America 381 113,375 

Mexico 1,339 267,495 

Hawaiian Islands 1,789 585,997 

Other Pacific Islands 866 166,227 

Miscellaneous 562 365,472 

In Foreign Trade, sail 14,833 9,870,630 

In Foreign Trade, steam 4,007 7,135,700 

Domestic Atlantic Ports 4,409 4,903,445 

Domestic Pacific Ports 79,874 19,350,500 

Fisheries 960 229,349 

Grand Total 104,083 41,489,615 

Totals from domestic ports and fisheries represent sail and 

steam tonnage. 

The foregoing statistics were compiled by the writer in 

1887, and were made public in the same year. 

The Man on the Quarter-deck. 

Of the scores of men in service on the great ocean 
steamers of the world, two stand out prominently because 
of the responsible positions assigned them. 

One of these is the man on the quarter-deck, the captain 



154 San Francisco's Ocean Trade — Past and Future 

or commander of the vessel. On account of his position, 
this man is necessarily in the limelight. 

The other man is the engineer, whose duties necessarily 
keep him much of the time on the voyage from the public 
view. 

Both of these positions appear to be equally important, 
though the captain, of course, is supreme in authority, but 
it is the engineer that makes the steamer go from one port 
to another. 

It is the harmonious combination of the services of these 
two men that ensures safe trips across the seas to thousands 
of people on every day in the year. 

Because he is below and much of the time beyond the 
view of the passengers, the engineer does not get as many 
compliments as the captain, but he is entitled to much more 
praise than he gets. 

The captain of an ocean steamer, with an experience of 
30, 20 or even 10 years, is an object of interest. Of him 
when at sea, it may be said, "he is monarch of all he sur- 
veys. ' ' 

His pathway is the sea, and fire and water are his ser- 
vants. If possible, he must not allow either to get the 
mastery over him. 

The law of his mouth from the quarter-deck governs all 
on board in storm and calm. With valuable property and 
precious lives under his control, he must have complete 
authority as compensation for his responsibility. 

Every man who walks the quarter-deck may not be equal 
to every emergency, but the quarrel must be made with those 
who gave him the command. 

The qualities of an efficient captain are varied and diffi- 
cult to find in the same person. Two elements are indis- 
pensable. The captain of an ocean steamer must be a gen- 
tleman and he must thoroughly understand his profession. 



San Francisco's Ocean Trade — Past and Future 155 

The owners of ocean steamers in the California trade 
have been generally fortunate in the selection of com- 
manders. 

Civil service has been well illustrated in this depart- 
ment. Many of those thought good enough to be first, 
second and third officers have been advanced as vacancies 
occurred to a full command. 

Bright young men from the Navy have been given a 
show, especially in the Pacific Mail Company's service. 
Some of these, however, have not done as well as some selec- 
tions from the masters of merchant ships — men who worked 
themselves up from the lowest place before the mast. 

The best material for seamen is not confined to the 
Navy, but this is no reflection on Annapolis, any more than 
in the Civil War the best generals were not always from 
West Point. 

Had these men been favored with the education and 
discipline of these institutions they would undoubtedly have 
been still better equipped for service on the quarter-deck 
or on the tented field. 

Schools do not supply brains, but simply develop and 
direct what already exists. 

All of the commanders of ocean steamers entering this 
port in the pioneer years of California's history have long 
since passed away, and whatever of praise or censure now 
rendered can neither help nor harm them. 

Dr. A. B. Stout, surgeon on the steamer California — the 
first to enter this port, in 1849 — survived all other officers 
on that trip by many years, and yet he died a long time ago. 

The Oregon was the second steamer to come from Pan- 
ama, and Thomas Huntington, in 1887, was the only one of 
the general officers then living. Mr. Huntington was on the 
seas for many years both in the Atlantic and Pacific. 

All the other officers on the Oregon on her first trip, 



156 San Francisco's Ocean Trade — Past and Future 

down to the boatswain, subsequently rose to be commanders. 

E. S. Farnsworth was the boatswain on that trip. He had 
previously commanded a sailing vessel. He became second 
officer in 1855, and was afterwards first officer of the steamer 
John L. Stephens. Subsequently he was given command of 
the steamer Orizaba and other steamers in the Panama trade. 
He was in command of the Sacramento when it was wrecked 
in 1872, and died in 1882. 

Richard L. Whiting and W. L. Dall were first and second 
officers on the Oregon. In 1851, Mr. Knight, local agent of 
the Pacific Mail, tendered these gentlemen positions as com- 
manders of the steamers California and Columbia, the former 
to take the California as soon as there was a vacancy, then 
expected to occur in about sixty days, or he could take the 
Columbia on the Portland route and so enter the service 
immediately. 

As the captains on the Panama steamers at that time 
received a salary of $300 per month and 2% per cent primage 
on all the treasure carried, Whiting concluded to wait for 
the vacancy, while Dall took the Columbia, with the privi- 
lege of carrying 40 tons produce from Oregon to San Fran- 
cisco free of charge in lieu of primage. 

These men were the selections of Captain Pearson, then 
in command of the California, but who had been ordered 
by the company to bring out the new steamer Golden Gate 
to San Francisco from New York. This steamer arrived 
here in 1851, and continued in the Panama trade until 
burned in 1862. 

A good story is told of these three early captains, by 
Captain Pearson. At that time there were only four Ameri- 
can steamships running out of New York, the Washington 
and Herman to Bremen, and the Northerner and Southerner 
to Charleston, all of which subsequently came to this coast. 
Dall and Whiting had been masters of sailing vessels. Pear- 



San Francisco's Ocean Trade — Past and Future 157 

son asked Whiting what his experience had been in steam 
navigation, and the short, stocky man replied, "The same 
that you have yourself, sir — going on the ferry to Hoboken. ,, 
Pearson did not know whether to laugh or get angry, when 
in stepped Dall, to whom a similar question was propounded, 
and he replied: "None at all; but I'm engaged to be mar- 
ried to a lady in Hoboken, and I hope to learn something 
in traveling back and forth on the ferry." 

Dall made a good record for himself on the Columbia, 
700 tons register. On the round trip to Oregon he had to 
cross eight bars. On reaching one of these, he would call 
up his pilot, lash him to the bridge, and then send his little 
steamer through the surf whether it were fair or foul 
weather. 

Frank Connor was second officer on the Goliah in 1850. 
He was tall and wiry, and very ordinary looking as a young 
man, but he aged out handsomely with his erect stature and 
snowy white hair and beard. 

Captain Blethen had a long and varied experience. He 
made 80 voyages across the Atlantic, 300 to and from San 
Juan, 22 to Australia and 4 to Chagres. He was on the 
war steamers Peerless and Daniel Webster, in which he 
transported over 10,000 wounded soldiers. 

Ned Wakeman was a diamond in the rough. He had 
command of several steamers. He ran the New World out of 
New York, when she was supposed to be in charge of the 
sheriff, and some years later allowed the John L. Stephens, 
of which he was captain, to be captured by Frank Dana and 
others at San Bias. 

Jacob S. Bogart was one of the early captains in the 
Coast service, and chief officer on the Golden Gate on her 
first trip. His death was singular. At the time he was 
piloting a ship into port and leaning against the capstan, 
when the captain called out for instructions, but there was 
no answer. Death had previously called. 



158 San Francisco's Ocean Trade — Past and Future 

Commodore Watkins was in command of the Golden 
Age in 1855, and had as a passenger Mr. Aspinwall, president 
of the Pacific Mail. As the steamer neared Tincaro Island, 
Mr. Aspinwall asked "Watkins if there was no passage inside 
of the island. Watkins said there was, but he had always 
taken the safe side and gone to the west. "How much time 
would you save by going to the east side?" "Three or four 
hours." "Take it," said Aspinwall, and an hour later the 
Golden Age was fast on the reef, where she remained for 
the best part of three days. Mr. Aspinwall assumed all the 
blame for that event. 

Commodore Watkins was a notable figure on land or sea. 
He represented good weight, fine looks, dignity and courtesy. 
From the incident on the Golden Age to the day of his death 
on board the Colorado at Nagasaki, he never met with a 
mishap to his ship or lost a man. 

Captain Nicholson, whose son was a paying teller in the 
Bank of California in the seventies, was in command of the 
British steamer Unicorn, under charter to the Pacific Mail. 

W. F. Lapidge was in the Cunard line when only 18 
years of age. Mr. Aspinwall met him on the Niagara while 
he was on duty and attempted to converse with him, when 
Lapidge replied, "It is not customary for officers to talk to 
passengers while on watch. ' ' The remark pleased Aspinwall, 
and he subsequently sought Lapidge out and put him in the 
Pacific Mail. Lapidge was one of the smallest in stature and 
lightest in weight that one ever sees on an ocean steamer, but 
he was an efficient officer. 

Allan McLane came out to the Coast as captain of the 
propeller Fremont in 1852. He subsequently became presi- 
dent of the Pacific Mail and was in office and a passenger on 
the Colorado at the inauguration of steam service with the 
Orient. The Fremont, built in 1850, has outlived its com- 
mander at that time. 



San Francisco's Ocean Trade — Past and Future 159 

J. M. Lachlan commanded the steamer Alaska on her 
voyage to China from New York. Up to that time she was 
the largest vessel that had ever gone through the Red Sea. 
Lachlan designed the iron steamers Alameda and Mariposa, 
the greyhounds of the Pacific when they entered the service. 

C. F, Hewett of the iron collier San Pedro was first officer 
of the Yankee Blade when wrecked in 1854. 

R. H. Horner was in command of the Uncle Sam in 1854, 
and died in 1883. 

Hudson and Comstock were the sons of Commodores 
bearing the same names, but did not seem to inherit any of 
the seamanship traits of their fathers. Hudson lost the 
Golden Gate and Comstock the Golden City. 

Hudson was selected to take the America from New York 
to the Amoor river, Russian Asia, in 1854. Arriving at Rio 
to coal, two British men-of-war followed her in to watch 
her. Hudson was annoyed at this and determined to run out 
as soon as the wind favored, knowing he could not be fired 
upon in a neutral port. One night a terrible wind came up, 
and the next morning Hudson and the America were miss- 
ing. He cleared for Valparaiso, intending to coal there, but 
he did not. The Britishers followed in his wake, but did not 
overtake him, and lost track of him until he had got such a 
start that further pursuit was fruitless. 

Bob Waterman brought out the Northerner, though 
Captain Randall, the owner, was also on board. When at 
Valparaiso someone asked Bob what the ship was doing with 
two captains, Bob humorously replied, pointing to Randall, 
"He cleans the knives and I navigate the ship." 

Joseph Sutton was on the St. Louis in 1860 or 1861, and 
on the Sacramento in 1865, when Colfax, Bross, Richardson 
and Sam Bowles returned to the East from San Francisco. 
Connection was made at Aspinwall with the Henry Chaun- 
cey, and the through trip was made inside of 22 days. The 



160 San Francisco's Ocean Trade — Past and Future 

Chauncey then made her famous passage of 2,018 nautical 
miles in 6 days 3 hours and 40 minutes. 

Charles H. Baldwin was a captain in the Nicaraguan line, 
and afterwards became a partner with C. Adolphe Low in 
the tea business in San Francisco. 

Jeff Maury and S. P. Griffin were from the United States 
Navy, and both became commodores in the Pacific Mail 
service. Maury's uncle issued charts that have always been 
regarded as indispensable to navigation. 

Griffin died at Aspinwall on July 4, 1887. He wore many 
medals of honor. The one he most highly prized was a 
decoration conferred by Queen Victoria in recognition of 
his services on the Grinnell expedition, which secured the 
first traces of the lost explorer, Sir John Franklin. 

A. V. H. Leroy was in the Pacific Mail service in 1851 
and for years afterwards. 

Frank Baby was first officer on the Republic in 1851, 
and was captain of the Constitution in 1854. He was a 
favorite of Allan McLane, and became wealthy by marriage. 
He was at one time agent of the company in San Fran- 
cisco. 

John Bermingham is one of the old time steamship men. 
When in charge of the Republic in Mexico, he dove down 
under her without armor, sixteen feet, to stop a leak, and 
was given a watch and vote of thanks for the service. He 
has since performed many other still more meritorious acts 
without the gift of a watch or even a vote of thanks. Cap- 
tain Bermingham has for some years held the important 
position of U. S. Supervising Inspector of Steam Vessels at 
San Francisco. 

Captain Seabury entered the service of the Pacific Mail 
in 1868 and retired as commodore in 1908, having given forty 
years of his life to the company. 

Captain Daniel Friele was connected with the Pacific 



San Francisco's Ocean Trade — Past and Future 161 

Mail from 1868 to 1911, voluntarily retiring in the latter 
year as commodore and on a pension. 

Captain Russell began his service with the Pacific Mail 
in 1868, and is still in active command, and of late on the 
Panama route. 

Freight Earnings Inward. 

In the early sixties it was the custom of the writer to 
secure the amount of freight money paid on inward cargoes 
from domestic Atlantic and foreign ports by steamers and 
sail vessels. This began in 1864 and was kept up for several 
years. 

The total amount of such freight money in 1864 was 
$8,109,600, of which $3,747,700 was paid on cargoes from 
domestic Atlantic ports, $2,380,100 on freight by the Panama 
steamers, and $1,981,800 on freight received by sail vessels in 
the foreign trade. On cargoes from domestic ports, the 
freight was paid in paper money of variable value, while 
from foreign ports it was in gold coin of standard value. 

In the following three years this freight money amounted 
to an average of $6,800,000 per annum and in the next two 
years it was $8,064,800 and $8,949,100. 

No reports from the Panama steamers were available 
after 1869. In 1870, freight money on inward cargoes under 
sail amounted to $3,484,000, and in 1871 it was $3,336,400. 

The tons of freight received from domestic Atlantic ports 
under sail from 1866 to 1871, inclusive, show an aggregate of 
1,107,900, the largest total for any one year being 273,600 
tons in 1869. 

Freight Earnings Outward. 

Earnings of ships employed in the grain export trade of 
California have figured prominently in the outbound fleet 
from this port, especially in the years of large wheat crops 
in the State, and an active European demand for cereals. 



162 San Francisco's Ocean Trade — Past and Future 

Some illustrations of these earnings will be of interest 
in this connection, as compiled at the time by the writer. 

In the harvest year of 1893-94, when 179 vessels were 
cleared, representing 334,800 tons of registered tonnage, 
these earnings were $3,485,800. In the following year, 160 
vessels of 293,900 tons earned $3,009,600, and the year fol- 
lowing that 208 vessels of 380,900 tons earned $4,181,500. 

In those three harvest years, grain ships from this port 
earned $10,676,900. For the last two of those years the total 
was $7,191,100, of which American vessels received $425,100 
and foreign vessels the remainder. The British ships took 
$5,994,600 of that remainder. 

The wheat crops in those three years were much smaller 
than usual, the total for the three seasons being less than 
20,000,000 centals. The rates paid for transportation were 
also correspondingly light. 

High and Low Grain Charters. 

There was not much wheat exported from San Fran- 
cisco until 1860. 

For the calendar year of 1868, there were 193 grain 
charters reported and in the following calendar year, 240. 
In the last quarter of 1869, the demand was light and the 
rates to Europe declined from 65s to 48s as extremes. 

For the decade ending with 1871, reporters were referred 
to Isaac Friedlander for rates for grain charters. During 
that interval Mr. Friedlander practically controlled the 
grain and tonnage markets, though not a wheat shipper 
himself. 

The wheat export trade of the port was largely in the 
hands of foreign firms, who received the orders from the 
other side, and Mr. Friendlander supplied both wheat and 
ship in the execution of these orders. 

In the early seventies, the wheat producers and would- 



San Francisco's Ocean Trade — Past and Future 163 

be shippers grew restless over this situation. They did not 
think they were getting a fair shake, and what was known 
as the granger movement was the outcome of that condition 
of affairs. 

Farmers formed themselves into groups, or granges, and 
undertook the experiment of chartering their own ships and 
loading the same with their own wheat, sent direct from 
the ranches to tidewater. 

In this undertaking they had the assistance of E. E. 
Morgan's Sons, of New York, a shipping firm of much 
repute on the Atlantic side, and with strong and extensive 
European connections. 

The firm sent to San Francisco as its representative, 
Mr. Walcott, a bright young man of much ability and 
energy, and with an almost unlimited letter of credit. 

From the very start, Mr. Walcott realized that he had 
a well seasoned veteran to deal with in securing tonnage 
for the farmers that wanted to load their own wheat. 

To do this successfully he knew it was necessary to 
find out every source of tonnage on the way to the Coast 
and the location of every ship owned in Europe, to the end 
of diverting as many of these as possible to the Pacific Coast 
at an early date. 

Having ascertained these facts, the only remaining thing 
to do was to outbid all rivals for tonnage suitable for wheat 
transportation. 

Mr. Friedlander soon discovered that a battle for ships 
had commenced, and that it was likely to be one of con- 
siderable magnitude. 

He was quite right in his premises. There had never, 
been anything like it before at this port, and there has 
never been anything like it since, nor is there likely to be 
a repetition of the same in the future. 

Up to that time, 60s had been considered a high average 



164 San Francisco's Ocean Trade — Past and Future 

rate for first-class ships to take wheat cargoes hence to 
Europe. 

The harvest year of 1872-73 had been chosen for the 
inauguration of the new movement. The wheat crop in 
California had been light and as a result only 43 vessels 
were cleared in 1871-2, carrying 1,353,200 ctls. wheat, all 
for Europe, and every cargo but one for Great Britain. 

The writer has a list of every charter made for grain 
loading at San Francisco for the fiscal year of 1872-73. 
There were 339 cargoes cleared in that harvest year, against 
43 in the previous year. 

The first vessel to clear in that harvest year was the 
Favorita, on July 3rd. She went direct to Liverpool under 
a charter of 60s, with 34,676 ctls. wheat, valued at $65,000. 
This ship, as well as some others that followed her in that 
month, had some of the 1871 crop as well as the 1872 crop. 

The three ships that followed the Favorita in July went 
direct to Liverpool at 65s, while the next two for the same 
destination went out under charters of 70s and 72s 6d. 

The Margaret Knight was the first vessel in that year 
to go out under a charter of £4. This was a small vessel, 
carrying only 12,200 ctls. wheat. She went direct to Liver- 
pool at 83s 6d. 

There was a small shipment in the same month to the 
same destination by the steamer Sacramento via Panama 
at 90s. Five other Panama steamers in the same year took 
small consignments of wheat at 90s to 95s. 

With few exceptions all the vessels clearing between 
August 15th and September 30th, numbering 69, had been 
secured and loaded under charters of 80s and upwards. 
Only 16 of that number went under 80s, and the charters 
for these ranged from 60s to 75s. 

Three others of the 69 cleared in that interval went to 
Cork for orders to any port in Great Britain at 100s, 105s, 
and 110s, respectively. 






San Francisco's Ocean Trade — Past and Future 165 

The 33 vessels clearing in October showed a still larger 
number under charter of 100s and upwards. A little more 
than one-half of the number for that month went out under 
charters varying from 100s to 116s. There were three at 
the inside figure and one at the latter figure. Eight of the 
number received 110s to 116s. 

The vessel receiving the highest rate was the Henri 
Joseph, with 9,250 ctls for Cork for orders. The one re- 
ceiving the next highest rate was the Win. Melhuish for 
Southampton with 23,000 ctls. The two receiving 113s were 
the Re veil for Cork, with 14,500 ctls., and the Angenor for 
Liverpool, with 45,300 ctls. Six others received 110s to 
112s 6d. One vessel cleared in the same month at 55s, but 
that was the only one under 60s. 

Thirteen of the 42 cleared in November received 100s to 
115s. The one at the last named figure was the R. C. Wylie 
for Cork, with 14,000 ctls. 

The Loyal Sam came into port under 70s charter, but 
left November 7th for Cork with 15,000 ctls. under a re- 
charter at 116s. 

Five others in November went out under charters of 60s 
to 77s 6d. 

There were 35 cargoes cleared in December, and 13 
went out under charters of 100s to 107s 6d. 

The clearings for January, 1873, were 51, the largest 
number in the harvest year, including 5 at 100s and up- 
wards, and 25 at 60s to 77s 6d. 

The clearings for February were 20 less than for Jan- 
uary, and included only 3 at 100s and over, but most of 
the others were at 80s and upwards. 

There were 29 clearings in March, most of them at 80s 
to 90s, though including 7 at 66s to 77s 6d. 

In the last quarter of 1872-73 the clearings were 43, of 
which 23 were at 80s to 90s. The one at 90s was to receive 



166 San Francisco's Ocean Trade — Past and Future 

100s if ordered to the continent. Three others chartered 
under 80s were to have 82s 6d to 84s if ordered to the con- 
tinent to discharge cargo. 

The year 1872-73 has gone into history as showing the 
highest average rates for grain charters out of San Fran- 
cisco. The average for that year was 85s. It was a year 
of fortune and misfortune, the former being the inheritance 
of shipowners and the latter falling to those handling the 
cargoes. 

The losses for that year fell most heavily upon E. E. 
Morgan's Sons and the farmers who thought they could 
dispense with all middle men, whether experienced or in- 
experienced. 

It took two years to get these high freight notions out 
of the heads of ship owners, which of course worked a hard- 
ship on those who handled cargoes in that interval. 

The highest rates in those two years were 105s in 1873-4 
and 91s 6d in 1874-5, though there were some vessels in 
1875-6 at 92s. 

In 1879-80, the extreme rate was 70s and the business 
was restored to normal conditions. 

The unprecedented wheat crop in the State in 1880 sent 
freights up again to 84s in the fall of that year, and 90s in 
the following summer. The lowest figures for those years 
were 50s and 40s, respectively. 

From 90s as an extreme rate in 1881, there was a steady 
decline for the next six years under lessened wheat crops 
and lower prices in Europe. 

In 1887-88 the range was 35s 9d to 18s 9d, and the aver- 
age 27s 5d. 

Another extreme in grain freights out of this port of an 
entirely different character and from entirely different 
reasons, occurred many years afterwards. 

Of course one of these elements of weakness was due 



San Francisco's Ocean Trade — Past and Future 167 

to the steady and in some years radical decrease in the 
wheat crops of the State. The increase in the barley crops 
neutralized the decline to some extent. 

Another element was the superabundance of idle ton- 
nage in the port, owing to some miscalculations as to the 
needed supply or to a partial failure of the crop. 

The most important as well as the most permanent 
cause for the low rates in those later years was due to the 
French subsidies awarded to vessels built in French ports. 
These subsidies were based on the miles covered, without 
regard to cargo or the direction sailed. 

The effect of this element culminated in 1903-4 when the 
rates for carrying wheat hence to Europe fell from 22s 6d 
to 10s 6d. There were 88 vessels cleared with grain that 
year, of which 45 were British and 36 French. So long as 
there was a French disengaged vessel in port even the 
British ships had no chance for a charter. 

Vessels For Flour and Grain. 

For many years before the grain crops of California 
began to yield a surplus for export, there was a large and 
increasing demand for tonnage. 

Up to the harvest year of 1866-67, the quantity of wheat 
exported for the nine previous years was less than 6,000,000 
ctls., and yet in three of those years the exports were in 
excess of 1,000,000 ctls. per annum. 

The first wheat crop of any magnitude was harvested 
in the summer of 1866, and the engagements for flour and 
wheat for the four calendar years of 1868 to 1871 were 670, 
representing 554,800 tons of registered tonnage. 

There was a poor crop in 1871, but a bumper one in 
1872, double the quantity of any previous year. 

From July 1, 1872, to July 1, 1888, a period of 16 years, 
4,696 vessels of 6,001,400 tons of registered tonnage were 



168 San Francisco's Ocean Trade — Past and Future 

cleared from this port with flour and grain, exclusive of 
shipments by regular passenger steam lines. The combined 
fleet for those years embraced 1,421 American vessels of 
2,183,900 tons, 2,864 British vessels of 3,438,900 tons, and 
411 of other foreign vessels of 378,600 tons. 

The largest number cleared in any one of those sixteen 
harvest years was 559, of which 149 were American, 345 
British, and 65 other foreign flags. 

To load and clear this number of vessels in a single 
year meant lively work for those participating in the move- 
ment. There had to be over 10 vessels cleared every week 
and over 46 every month. 

The other foreign flags represented in the grain fleet in 
those sixteen years were the German, French, Russian, 
Dutch, Italian, Norwegian, Swedish, Austrian, Peruvian, 
Nicaraguan, Honduras, and Hawaiian. 

Had the ship subsidy of France been in operation during 
that interval, the British flag would not have been so con- 
spicuous and the French flag would have been more prom- 
inent. 

The occasion for the large movement in 1881-82 was the 
unprecedented crop of 1880, which amounted to 1,707,500 
tons. The crop for 1881 was also large, aggregating 1,359,- 
100 tons. 

The last one million ton crop was harvested in 1892. In 
the last few years the crops have been insufficient for home 
consumption. 

Time Made by Grain Fleet. 

There were 160 vessels cleared from San Francisco for 
Europe in the harvest year of 1894-5. The shortest trip that 
year was made in 96 days, and the longest required 194 
days. The monthly averages were 118 to 149 days. There 
was a loss of two vessels in that year. 

In the following year 208 vessels were cleared. The 






San Francisco's Ocean Trade — Past and Future 169 

shortest trip was 101 days, and the longest 170. The month- 
ly average varied from 120 to 145 days. 

In 1897-98 there were 210 grain vessels cleared, includ- 
ing 7 loaded at Los Angeles and San Diego. The number 
for Europe that year was 183. Two trips were made inside 
of 100 days, one of them being 99 and the other 91. The 
best trip was by the French bark Margueritte Mollinas. 
One vessel took 193 days to cover the same distance. The 
monthly averages were 122 to 147 days. 

The grain fleet for 1898-9 was the smallest in many years, 
consisting of 54 vessels, of which 49 went to Europe. The 
trips were generally long; the shortest was 109 days and 
the longest 170 days. The monthly averages were 119 to 
152 days. There was only one American ship in the fleet 
for that year, the A. G. Ropes, which made the run to Liver- 
pool in 124 days. 

In 1899-1900 there were 165 grain clearings, including 
159 to Europe. A German vessel made the record trip, going 
out in 97 days, or 9 days less than the next shortest. The 
longest trip was 179 days. The monthly averages were 113 
to 149 days. 

There were 153 vessels cleared in the following cereal 
year, of which 146 went to Europe. The shortest trip was 
107 days, and the longest 189 days. The monthly averages 
were 111 to 127 days. There were more French vessels in 
the list that year in proportion to the whole number than 
usual, and three of these were credited with the shortest 
trips. 

In 1902-3 there were 137 vessels cleared, of which 87 went 
to Europe, including three steamers. The steamers went 
out in 63 to 101 days. The shortest trip under sail was 104 
days and the longest 177 days. 

In 1903-4 there were 88 clearings, including 84 to Europe. 
The shortest trip was 106 days and the longest 202 days. 



170 San Francisco's Ocean Trade — Past and Future 

Perhaps the most remarkable month's sailing record in 
the California grain fleet occurred in February, 1900. There 
were 21 sailings in that month. The longest trip was 125 
days and the shortest 97 days, while the average of the 
whole fleet was 113 days. 

Ship's Time in Port. 

Every day of a ship's time in port beyond the actual or 
necessary delay needed for discharging and loading is a 
day lost. 

Under normal conditions this operation ought not to 
consume more than thirty or forty days. This of course de- 
pends somewhat upon the character of the cargo taken out 
or taken on. 

So long as California produced good crops of wheat and 
barley, ship owners found little difficulty in getting prompt 
dispatch, provided they timed to have their vessels arrive 
here between August 1st and February, for usually two- 
thirds of the grain crops raised in this State are distributed 
in that interval. 

Sometimes elements have been injected to upset these 
calculations. 

Speculation in charters and in grain have been the most 
aggravating causes of disturbance, and San Francisco has 
had an experience of both sorts. In years when it was 
impossible to get the grain and the ship together on a parity 
with the foreign market, delay in loading was inevitable. 

As a matter of interest, the writer has made some 
exhibits of the time ships have spent in port. Two illustra- 
tions may be cited. 

Of the 208 ships cleared with grain in 1895-6, one was 
in port 300 days, reckoning from the date of her arrival to 
the date of her clearance ; two were here over 200, but less 
than 300 days; seven over 100, but under 200; six between 



San Francisco's Ocean Trade — Past and Future 171 

90 and 100 days; sixteen between 80 and 90; twenty-five 
between 70 and 80; twenty-seven between 60 and 70; fifty- 
three between 50 and 60; forty-seven between 40 and 50; 
seventeen between 30 and 40; five between 20 and 30, and 
two under 20 days. 

The other illustration has to do with the 88 grain vessels 
that cleared in the cereal year of 1903-4. 

One of the fleet that year on the day she cleared had a 
charge of 592 idle days in this port. This was the British 
ship Merioneth. Thirteen of the fleet were in this port over 
100 days, twelve over 80 days, but less than 100 ; thirty-one 
from 60 to 79 days, and thirty-two from 59 to 39 days. The 
British steamer Missouri went out with cargo 23 days from 
her arrival. 

Ballast Ships In and Out. 

The tonnage of a port is a good index of the volume of 
its commerce. Vessels do not come and go from port to 
port in ballast just for the fun of the thing, unless as under 
the French subsidy system they earn an income from mileage 
covered whether with or without cargo. 

In proportion to the number of arrivals from distant 
ports probably no American port reports so few in ballast 
seeking charters as San Francisco. 

When ballast ships go from port to port hunting cargoes, 
the ship owner has the worst of it, but when a port has 
received a cargo of needed supplies, and is unable to give 
the vessel an outward cargo, the reflection is on the port. 

When a port offers sufficient inducement for ships to 
make long voyages in ballast, in order to get cargoes, the 
port attains high credit among shipowners. 

San Francisco has repeatedly been accorded that repu- 
tation, and most of the ballast ships to enter the Golden 
Gate have come in response to good freight rates outward. 

A notable instance of this kind occurred in the closing 



172 San Francisco's Ocean Trade — Past and Future 

months of 1896, owing to the urgent demand for vessels to 
load grain here and at ports in Oregon and Washington. 

The first of these ballast ships came to hand in July, 
when two tramp steamers from Japan, chartered prior to 
arrival at 30s, took out cargoes of grain. 

There were no further arrivals of the kind until Septem- 
ber, when six ballast ships came into port, followed by 
twelve more in October and a still larger number in Novem- 
ber and December. 

During the year 1896, there were 646 arrivals at San 
Francisco from domestic Atlantic and foreign supply ports, 
exclusive of regular steam lines, representing 817,900 tons 
of registered tonnage, an increase of 130,800 tons over 1895. 

Most of this increase was ballast tonnage, including many 
tramp steamers, and most of it was chartered to arrive at 
rates varying from 25s to 31s 6d. 

Ballast tonnage that arrives under promise of an outward 
cargo is quite different from ballast tonnage that comes 
seeking. 

It was the satisfactory freight rates that led these 
ballast ships to this port in 1896. 

There were 50 wheat charters reported at this port in 
September, 1896, the largest number for any month in two 
years. 

There were 69 more in October, 56 in November and 26 
in December. 

Some of these vessels were for Portland and Tacoma 
loading. 

In subsequent years, several ballast ships have arrived, 
particularly in 1902, but generally under the same condi- 
tions as in 1896. 

Perhaps one of the most notable instances of vessels 
leaving San Francisco in ballast because of failure to secure 
cargo was in 1903. 



San Francisco's Ocean Trade — Past and Future 173 

That was a very hard year for owners of ships, and in 
the fall 15 vessels of 28,000 tons of registered tonnage left 
this port in ballast for Australia to take cargoes of wool 
and ores to Europe. 

As 12 of these ships, registering 22,000 tons, were under 
the French flag, they received the same subsidy in ballast 
as they would have been paid if they had left with cargoes. 
Occasionally a vessel under the French flag has nearly cir- 
cled the world in ballast. 

Sources of Sail Tonnage. 

San Francisco has drawn most of its sail tonnage directly 
or indirectly from domestic Atlantic ports and Europe. Of 
late years steamers have cut out domestic Atlantic ports. 

The sail tonnage from Europe has been one-third larger 
than from any other source, while the sail tonnage from 
Australasia has been two-thirds as large as that from 
Europe. 

As a matter of fact, nearly all the sail tonnage in the 
foreign trade has come from Europe directly or by way of 
Australasia, South America and the Orient. 

Cargoes have been made up in Europe for either one of 
these markets, and after discharging, have picked up other 
cargoes before proceeding to San Francisco. 

This has been a most fortunate arrangement for Cali- 
fornia shippers. If no other freight was offering for San 
Francisco, the vessels could always get a cargo of coal, and 
that sort of cargo has always been acceptable, because of 
the limited home supply. 

Some Valuable Cargoes. 

As wheat was for many years the leading export staple, 
it was rare that a cargo exceeding $100,000 left this port. 
When general merchandise began to form a part of the 



174 San Francisco's Ocean Trade — Past and Future 

freight of outward bound vessels, cargo values began to 
mount up. 

Up to 1875 there had not been a cargo cleared for Europe 
to the value of $200,000, but from that year to the close of 
1895, there were sixty-five cargoes cleared in excess of 
$200,000. 

The most valuable cargo in this list was by the steamer 
St. Paul, which took a cargo of seal skins for London via 
Panama, valued at $530,000. Since then this freight has 
gone by rail. 

The most valuable cargo direct during the above interval 
was by the Breidablik, which left September 22, 1891. This 
cargo included 37,458 cs. canned salmon, 41,400 cs. canned 
fruit, 860 tons grain and other freight valued at $436,700. 

The only other cargo in excess of $400,000 was by the 
Wasdale in September, 1888, which was valued at $427,900, 
including 60,110 cs. canned salmon valued at $347,870, the 
largest of the kind up to that time. 

There were eleven other cargoes valued at over $300,000 
and fifty-one over $200,000. Cargoes of over $200,000 for 
Europe have followed in the fall months of every subsequent 
year. 

There were nine of such cargoes in the last four months 
of 1902. One of these by the Osborne was valued at $443,500. 
There were three others over $340,000 to $380,000. 

Twelve more followed for account of 1893. Two of these 
cargoes were in excess of $400,000 and one by the Balasore 
was manifested at $522,400. 

In 1904, there were eleven more of these large cargoes, 
varying from $214,500 to $375,900, and aggregating $3,335,- 
500 in four months. 

Business fell off some in 1905, reducing the cargoes in 
excess of $200,000 to eight, four of which were in excess 
of $300,000, while the total for all was $2,432,000. 



San Francisco's Ocean Trade — Past and Future 175 

In each of the following two years only three cargoes of 
the kind were cleared, varying from $259,500 to $472,000. 

In 1908, there were ten of these cargoes from $205,500 
to $483,100, and in the following year eight, varying from 
$339,400 to $459,500. 

The six clearings in 1910 included five steamers with car- 
goes of $207,100 to $811,300. The cargo by sail was valued 
at $258,700. 

From $200,000 cargoes to Europe in 1875 to cargoes in 
excess of $800,000 in 1910 is something of a jump, due of 
course to larger carriers for the most part, though higher 
prices may have been a small factor. 

A still greater difference during the same interval has 
been observed in other sources of exports, notably with 
domestic Atlantic and Oriental ports. 

Prior to 1875, there were some cargoes of $200,000 and 
upwards on both of the above routes. 

As early as 1869, there were seven cargoes to New York 
and vicinity manifested at upwards of $200,000, both by 
steamers via Panama and sail vessels via Cape Horn. 

Since sail vessels for New York were crowded out by 
steamers, several of the latter have taken cargoes of one 
million dollars and upwards. 

The most valuable cargo of merchandise hence to the 
Orient in 1869, two years after the inauguration of steamer 
service, was manifested at $105,000. Since 1903, several 
steamers for the Orient have taken cargoes of produce valued 
at one million dollars and upwards. 

Clipper Ships — Fast Time. 

Owing to the urgent demand at San Francisco in 1849 
and for some years later for supplies of all kinds from 
domestic Atlantic ports, the fastest sailing ships were called 
into requisition for the service. The clipper ships built for 



176 San Francisco's Ocean Trade — Past and Future 

the China tea trade via Cape of Good Hope were heavily 
drawn upon for this purpose, and Eastern shipyards at once 
became unusually active in building ships of the extreme 
clipper type. 

As the result of the introduction of these vessels in this 
trade, some very fast passages were made in the early years. 

The best trip between New York and San Francisco in 
1853 was made by the ship Flying Fish in 92 days. This 
vessel made the same trip in 98 days in 1852 and 113 days 
in 1854, or an average of 101 days for the three trips. She 
made seven trips in all before retiring from the service, the 
average of which was a fraction less than 106 days. She was 
known as a 90 day ship. 

The ship Flying Cloud made the trip in 89 days in 
1851, and 90 days in 1854. Her average for the first five 
trips was 101 days and 7 hours. 

The Andrew Jackson made the trip in 100 days in 1858, 
and in 102 and 90 days in the following two years, equal to 
an average of 97 days for the three trips. Her average for 
seven consecutive voyages was 105% days, and she was only 
a half clipper. 

There were many other fast ships in that first decade, 
including the Swordfish, Eomance of the Seas, Westward Ho, 
Sea Witch, Sierra Nevada, Sweepstakes, Great Republic, 
Surprise, Twilight, David Crockett, Young America, Phan- 
tom, Panama, Sea Serpent, etc. 

The Panama made the trip from San Francisco to Liver- 
pool in 1851 in 86 days and 17 hours, the best on record up 
to that time. 

fThe Young America made one trip inside of 100 days, 
three of 109 days each, and twenty that averaged 117% 
days. 

The David Crockett made three trips that averaged 108 
days, and twenty that were under 115 days. 



San Francisco's Ocean Trade — Past and Future 177 

In 1863, the big ship Great Republic, 3,357 tons, made the 
trip in 102 days. This was the largest sail vessel in the arri- 
vals for that year. 

Arrivals Announced. 

There were means for conveying information before the 
wireless, or the telephone or the telegraph had come into use. 

In 1849, it was desirable to know the arrival and charac- 
ter of the vessels coming in from the sea. A good view of 
the entrance to the harbor was obtainable from Telegraph 
Hill, and that was visible to all the people. 

A pole on the hill with arms to support signals met the 
wants of the pioneers. 

These signals indicated not only the approach of every 
vessel that was seeking an entrance to the harbor, but its 
character as well. 

There were signals for steamers, and whether it was a 
propeller or a side- wheeler. 

There were also signals for sailing vessels, and whether 
it was a ship, bark, brig or schooner. 

The signal station was watched closely and persistently, 
and the arrival of a vessel was a great event, drawing crowds 
to the anchorage ground, which was generally near the 
northeastern base of Telegraph Hill. 

Steamer Day. 

San Francisco merchants inaugurated their business oper- 
ations as nearly as possible on the principle of pay as you go. 

Remittances on Eastern and foreign account were chiefly 
made in 1849 and for some years afterwards by the Panama 
steamers. 

At first this service was monthly, then semi-monthly, tri- 
monthly and finally weekly. 

Mercantile collections were made on the day preceding 



178 San Francisco's Ocean Trade — Past and Future 

the departure of the steamer and steamer day was the syno- 
nym for collection. 

Upon the completion of the first through railway to 
New York and also at some other times, attempts were made 
to abolish steamer day and introduce the note system. There 
was no objection to the note system, but there was decided 
objection to giving up at least two fixed days in every month 
for making collections. This is still the practice. 

The short credit system has raised the standard of credit, 
and prevented many unpleasant business embarrassments. 

Merchants Exchange. 

The business of announcing marine arrivals by crude 
signals from Telegraph Hill was subsequently followed by 
establishing a look-out station at Point Lobos at the entrance 
to the harbor, with men and marine glasses to descry vessels 
miles away, and report their approach to a station in the 
central part of the business district. E. S. Martin & Son 
conducted this service in 1857. 

In 1860, and for several years afterwards, the business 
of gathering and disseminating marine intelligence in San 
Francisco was under the control of Sweeney & Baugh on 
Clay street, between Sansome and Montgomery. 

The business was removed a few years later to the large 
building on the east side of Battery street, extending from 
Washington to Oregon street. This building was erected in 
1854 of brick, covered with stucco. 

In 1866, the interior was remodeled and a large space in 
the center was especially fitted up for Sweeney & Baugh 
as a marine exchange. By removing one of the floors, this 
made a fine office for the business for which it was intended. 

Some parties were dissatisfied with this move. They 
wanted something on a grander scale, and that would be 
more of a center for general business purposes. 






San Francisco's Ocean Trade — Past and Future 179 

A large lot on the southwest corner of Liedesdorf and 
California streets was secured for that purpose at a cost of 
$150,000, and a three-story brick building with high base- 
ment was erected thereon at a cost of another $150,000. 

These improvements were financed by a joint stock cor- 
poration formed for that purpose in 1866. "When this build- 
ing was formally opened, there was a large room fitted up 
with the most modern and extensive appliances for receiving 
and recording marine, commercial and financial intelligence 
from all parts of the world. 

In 1903, this building was removed, additional ground 
secured and the present 14-story steel structure was erected. 
This is one of the tall buildings that withstood the big fire 
and earthquake of 1906. 

It is regarded as one of the finest buildings in the city, 
and serves acceptably the purposes for which it was erected. 

Chamber of Commerce. 

The Chamber of Commerce of San Francisco is the oldest 
commercial organization in the city, having been formed in 
1851. From a membership of 65 in 1854, the roll has been 
expanded to 722 in 1911, the largest total ever reported. 

Following is a list of its presidents in the order of their 
service: Beverly C. Sanders, D. L. Ross, J. B. Thomas, 
George H. Kellogg, James De Fremery, J. A. Donohoe, 
R. G. Sneath, James Otis, R. B. Swain, C. Adolphe Low, 
William T. Coleman, William F. Babcock, Isaac Friedlander, 
James C. Patrick, George C. Perkins, Horace Davis, Henry 
L. Dodge, William L. Merry, Ira P. Rankin, C. L. Taylor, 
E. B. Pond, W. H. Dimond, Hugh Craig, Charles Nelson, 
George A. Newhall, W. H. Marston, C. H. Bentley, Charles 
C. Moore, James McNab, William L. Gerstle, William Matson. 

George A. Newhall held the office for five consecutive 
years. William F. Babcock served as president for five years, 



180 San Francisco's Ocean Trade — Past and Future 

first for two years, and afterwards for three years; Hugh 
Craig for three years, and fourteen others for two years. 
Mr. Perkins was subsequently Govenor of the State, and later 
on United States Senator from California, a position he still 
holds. .Horace Davis was a member of Congress from this 
district, and James Otis and E. B. Pond served as Mayors of 
San Francisco. 

Other commercial organizations for the public good have 
since been formed, and each in its special department has 
been rendering good services. These are the Merchants 
Exchange, formed in 1866, the Merchants Association, formed 
in 1894, and the Down Town Association, formed soon after 
the great disaster of 1906. 

There has been a desire for some time to bring these 
organizations under one head, and this has recently been 
accomplished. 

The new corporation takes the name of the pioneer organ- 
ization by simply transposing the words San Francisco from 
the end to the front, which will hereafter read The San 
Francisco Chamber of Commerce. 

The memberships in the four corporations thus merged 
are being transferred to the roll of the new corporation as 
fast as possible, and it is expected that this will be com- 
pleted and the new organization will assume full control in 
October, 1911. Directors to serve until the first annual meet- 
ing are W. M. Alexander, H. H. Allen, Frank B. Anderson, 
George C. Boardman, Paul T. Carroll, A. B. C. Dohrmann, 
Robert Dollar, John S. Drum, W. J. Dutton, M. H. Esberg, 
James Tyson, William Matson, J. K. Moffitt, Henry D. 
Nichols, M. H. Robbins, Jr., George M. Rolph, Robert A. 
Roos, A. L. Scott, William T. Sesnon, Joseph Sloss, Frank A. 
Somers. Mr. Robbins was chosen president of the Board. 
Headquarters, Merchants Exchange. 



San Francisco's Ocean Trade — Past and Future 181 

Shipbuilding in California. 

Some small vessels were built here as early as 1849. The 
first paddle-wheel steamer to stir the waters of the bay was 
the Sitka, built in Alaska in 1847. 

For the first twenty years after the discovery of gold in 
the State, scores of bay steamers and coasting schooners were 
built here for the Pacific trade. 

During that interval there was little need for the con- 
struction of the larger sized sailing vessels, because of the 
plentiful supply of Eastern built brigs, barks and ships lying 
idle in the harbor, and which could be bought at a great 
advantage over the cost of building. Hence the coast fleet 
was largely made up of Eastern built vessels, and for years 
afterwards was replenished from the same source. 

There were 57 small vessels of an aggregate of 7,000 tons 
built in San Francisco in 1868. In 1869, there were 92 of 
11,600 tons ; in 1870, there were 37 of 3,000 tons, and in 1871, 
there were 16 of 2,500 tons. Some of these were built on 
this side of the bay and some on the other side. In addition, 
quite a number were built in the same interval at coast ports. 

The first ocean steamship ever built entire on the Pacific 
Coast was the Del Norte in 1865. This was a wooden side- 
wheeler with a keel of 187 feet and a beam of 30. She was 
built for the Holladay line in the shipyard of Henry Owens 
at the Potrero.' 

The largest wooden steamer built for the ocean trade 
was the Mexico in 1882, at the yard of Dickie Bros. This 
was a propeller of 1,340 tons, 280 feet on the water line and 
36 foot beam. She cost $250,000, and did good service in the 
Mexican and northern coast trade. 

The first steel steamer was the Arago, 827 tons and 200 
feet long, built at the Union Iron Works in 1885. The Fulton 
Iron Works claim to have built a small iron steamer at an 
earlier date. The Arago went into the northern coast trade. 



182 San Francisco's Ocean Trade — Past and Future 

A special feature in shipbuilding in San Francisco was 
the construction of several steamers for the whaling business. 

In 1884, the catch of the six steamers built and equipped 
in San Francisco was greater than that of the entire New 
Bedford fleet of 20 vessels, including two steamers. In later 
years San Francisco had nearly a score of steamers in the 
whaling service. 

In the last quarter of a century, about 700 vessels of all 
sizes and for all purpose have been built in California, includ- 
ing about 400 steamers. The sail craft includes no rig above 
a bark, and most of the steamers have been schooner rigged. 

All the California steel steamers have been the product 
of the same interval. 

The most prominent of these are the Alaskan, Arizonian, 
Californian, Columbian, Isthmian and Mexican for the Ameri- 
can-Hawaiian Company, the Peru for the Pacific Mail (1873), 
and the Senator and Spokane for the Pacific Coast Company. 
The latest is the Kilaua for the Hawaiian Islands. 

These were all built at the Union Iron Works, which in 
the same interval has turned out over 20 vessels of various 
types for the United States Navy. The first of these was the 
protected cruiser Charleston, 4,000 tons, lost on the north 
coast of Luzon, P. I., in November, 1899, and the last cruiser 
was the Milwaukee in 1904. 

The total list includes 5 protected cruisers, 2 armored 
cruisers, 1 armoured monitor, 3 armored battleships, 1 harbor 
defense monitor, and 8 of minor descriptions. The armored 
monitor Monterey was sent to Manila. The Olympia and 
Oregon performed distinguished service in the Spanish- 
American War. 

The Chitose in the Japanese Navy was built at the Union 
Iron Works. 



San Francisco's Ocean Trade — Past and Future 183 

The Bay and Water Front. 

San Francisco is proud of its bay, and well it may be, for 
a duplicate of its excellent features does not exist in any 
part of the world. It is both land locked and deep. In 
actual water surface, two South American ports may surpass 
it, though water surface merely does not count. 

The Bay of San Francisco is 450 square miles in extent, 
and the area for vessels drawing deep water is nearly 125 
square miles larger than any other land-locked port. 

From its earliest discovery it has won the praise of the 
best informed who have seen it. 

Lieutenant Ayala, one of the first to enter it in command 
of a vessel, after surveying it in 1775, said it was "a collec- 
tion of harbors in which all the navies of Spain could hide 
from one another." 

Benjamin Morrell, in command of a vessel that entered 
the harbor in 1825, said : "It presents a broad sheet of water 
of sufficient extent to float all the British Navy without 
crowding. ' ' 

Richard H. Dana, who was here as a sailor in 1835, was 
of the opinion that "if California ever becomes a prosperous 
country, this bay will be the center of its prosperity." 

The first thing needed to make the bay of service to those 
living on the shores was to provide landings where freight 
and passengers might be conveniently placed ashore. 

In the spring of 1849, the vessels arriving from the outside 
were obliged to send passengers and freight to land in small 
boats, which was slow and expensive work, as stevedores 
received from $8 to $16 per day for lightering cargo. 

The first wharf built was at the intersection of Commer- 
cial street with the bay. This was soon found to be quite 
inadequate to the demands upon it, and it was subsequently 
lengthened to 800 feet, and for years afterwards the struc- 
ture was known as Long Wharf. 



184 San Francisco's Ocean Trade — Past and Future 

Subsequently other piers were built at the intersection of 
other streets with the bay, both north and south of Commer- 
cial street. 

It was many years afterwards before any of these piers 
had a shed covering to protect cargoes in process of loading 
or unloading. 

Long Wharf had been a profitable investment from the 
start, and even in its lengthened form was insufficient for the 
needs of the growing commerce of the port. 

Wharf franchises soon became in active demand. In 
October, 1850, Market street wharf extended out from the 
shore line 600 feet into the bay ; California street, 400 ; Sac- 
ramento, 800; Clay, 900; Washington, 250; Jackson, 552; 
Pacific, 525, and Broadway, 250 feet. 

There were also several private wharves along the water 
front named after individual owners, aggregating a length 
of 1,500 feet. 

In all there was 6,000 feet of wharf space, built at a cost 
of about a million dollars. 

The building of these piers was followed by graders at 
the land end. Captain Folsom started in to make land on 
California street, just west of the present site of the Bank 
of California National Association at California and San- 
some streets. 

Expensive as that kind of work was at the time, the 
experiment was found to be a good investment, and others 
took up the improvements. 

In this way some old hulks were enclosed in the new 
made land. One of these was the Niantic, 450 tons register, 
at Clay and Sansome. This hulk became the foundation of 
the Niantic Hotel. 

When that wooden structure was razed to make room foi 
the erection of a brick building, the excavators dug into the 
hulk of the old Niantic, and discovered various articles oi 



San Francisco's Ocean Trade — Past and Future 185 

merchandise, including several dozen bottles of champagne 
which had been buried for twenty-one years. 

The most northerly of these wharves was at the inter- 
section of Powell street with the bay. This was known as 
Meiggs Wharf and was built in 1854 by Harry Meiggs for 
lumber in connection with a planing and saw mill. In Octo- 
ber, 1854, Mr. Meiggs took a sudden departure, turning up 
later in South America to the regret of many creditors. 

Increased grain crops found the wharf room entirely 
inadequate in the busy season. To remedy this condition, the 
building of a seawall was undertaken on the northern base of 
Telegraph Hill, so that ships could come alongside to dis- 
charge or receive cargo with plenty of wharf room inside of 
the wall, in connection with warehouses for the storage of 
grain and merchandise. 

The first contract for this seawall was let in 1867 at 
the rate of $278 per lineal foot, or at the rate of $1,500,000 
per mile. This was of course slow work, and before the 
first section of that improvement became available, the ex- 
pense and difficulty of loading grain ships as rapidly as de- 
sired compelled shippers to seek additional facilities else- 
where. 

In 1869, there were 25 vessels loaded at Vallejo. These 
vessels carried 773,550 ctls. wheat, of which 148,400 ctls were 
taken on at San Francisco for stiffening and the remainder 
at Vallejo. 

Oakland mole furnished wharf room for some wheat 
vessels for two or more years, in addition to Vallejo. 

Heavy tonnage dues, in addition to other handicaps, at 
last compelled grain shippers to seek better and more per- 
manent facilities. Port Costa, just opposite Vallejo, was 
selected for the purpose. This point made it possible for 
the cars and the ships to come close together. Large ware- 
houses were erected, and a considerable percentage of the 
grain fleet has since been loaded there. 



186 San Francisco's Ocean Trade — Past and Future 

The following extract from the last biennial report of the 
Board of State Harbor Commissioners for June 30, 1910, 
states that the water front line under their jurisdiction in 
San Francisco is about eight miles. 

At that time there were 11,700 feet of completed seawall 
beginning at the northwesterly end of their jurisdiction, with 
30 piers and 23 seawall lots, which lots, together with the 
land owned by the State around Central Basin, have a total 
area of 1,104,275 square feet, or over 25 acres. 

The piers and bulkhead wharves at the close of that fiscal 
year represented about five miles of berth space. 

When the water front is extended its entire length, with 
piers 210 feet wide and 800 feet long, having a water space 
of 250 feet between, the entire length of the contour of the 
piers and bulkheads will be 193,640 feet, or over 36 miles. 

If the piers were 140 feet wide and the space between 
220 feet, the contour would be 235,200 feet, or 44% miles. 

This would give 94 of the larger piers and 120 of the 
smaller piers. 

Solid Rock Docks. 

Admirable facilities for the docking of vessels for repairs 
were provided at an early date, first in the form of floating 
docks, of which three were constructed capable of lifting 
3,000 tons. 

In 1867, the San Francisco Dock Company constructed a 
graving dock at Hunter's Point. Unlike such docks at other 
ports, this one was cut out of solid rock. It is 493 feet long, 
164 feet wide on the blocks and 24 feet deep over the sill. 
This unique dock has been visited by thousands, and elicited 
praise from all. 

Later, when steamers began to be built of additional 
length, it was deemed advisable to construct another and 
larger dock in the same vicinity. 

This was completed in 1903. It is 750 feet long, 122 feet 



San Francisco's Ocean Trade — Past and Future 187 

at the coping, 80 feet wide on the blocks, and 30 feet deep 
over the sill. At that time these dimensions were sufficient 
for the largest steamers in the world. Since then some 
steamers have been built of 790 feet and upwards, but they 
are not in Pacific water, and two in 1911 of 860 feet. 

This second dock, like the first, is cut out of the solid 
rock, and San Francisco has therefore two of the most unique 
docks in the world. 

Ocean Tonnage Arrivals 1848-1911. 

Esewhere will be found a tabular statement of the deep- 
water tonnage arrivals at San Francisco from 1848 to 1911, 
both years inclusive. 

As there were no records kept prior to 1848,' it was 
deemed impracticable to extend the information beyond that 
year. It is known that vessels did visit this port at a much 
earlier date. These arrivals were few and far between, and 
of no particular significance. The brig Pilgrim from Boston 
was here in 1835 gathering up a few hides. Another small 
vessel came into port before she left. 

Some Arctic whalers were also among the arrivals prior 
to 1848. 

Owing to the imperfect records kept from 1848 to 1856, 
in connection with the loss by fire in 1851 of the Customs 
House records, the totals for some of the early years are 
from the best information obtainable. 

As a whole, the tabulated statement is approximately cor- 
rect, and is probably the first and most extensive ever made. 
It is worth preserving on that account. 

Panama Canal. 

The dream of a former century of a canal across the Isth- 
mus of Darien, through which the largest vessels afloat might 
pass from the Atlantic to the Pacific Ocean, is soon to be 
realized, by 1915 and perhaps much earlier. 



188 San Francisco's Ocean Trade — Past and Future 

When the first vessel passes through that canal many 
millions of people will read the report with exclamations of 
wonder over the event. In the very next breath they will 
wonder that this event was so long delayed. 

Perhaps it was well that much time and consideration 
should have been given to an enterprise of such importance 
and cost. 

There were two routes from which to choose as well as 
two kinds of canal. For a long time the Nicaraguan route 
seemed to have the lead. After that route had been elim- 
inated in favor of Panama, further time was required to settle 
the question of sea level or lock canal. 

Work on the Panama Canal began in May, 1904. Final 
approval of a lock canal was not settled until June 21, 1906, 
and then by a vote of 36 to 31, the vote in the House a week 
before having been 110 to 36. 

The Government paid $40,000,000 to the New French 
Canal Company for property and franchises and $10,000,000 
to the Republic of Panama for a strip of land on either side 
of the canal. 

Exclusive of the above $50,000,000, the cost of the enter- 
prise will approximate $360,000,000. 

Under the acts of June 28, 1902, and December 21, 1905, 
for account of the Panama Canal, the Government issued 
$54,631,980 in 2 per cent bonds in 1906, and two years later 
there was a further issue of $30,000,000. The first issue is 
redeemable after August 1, 1916, and the second after Novem- 
ber 1, 1918. 

A further issue of $30,000,000 Panama Canal bonds to bear 
interest at 3 per cent, but not to be available for bank note 
circulation, was issued in July, 1911, redeemable June 1, 1961. 

The summit level of the canal is to be 85 feet above the 
sea level, to be reached by a flight of three locks located at 
Gatun on the Atlantic side, one lock at Pedro Miguel, and a 



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Merchants' Exchange. 

Home of the San Francisco Chamber of Commerce, Successor to 

Chamber of Commerce of San Francisco, the Merchants' 

Exchange, the Merchants' Association, and the Down 

Town Association. 



San Francisco's Ocean Trade — Past and Future 189 

flight of two at Miraflores on the Pacific side, all to be in 
duplicate — that is, to have two chambers side by side. 

Each lock will have a usable length of 1,000 feet and a 
width of 110 feet. 

The summit level is 31 miles in length, and the water in 
that level will be made to average 85 feet above the sea level. 

Measured from deep water in the Caribbean Sea to deep 
water in the Pacific Ocean the canal will be 50 miles long. 
Excluding the deep water measurements on either side, the 
canal will be 40% miles from shore to shore. 

The width of the approaches to the shore line on either 
side will be 500 feet. The width of the intermediate space 
varies from 300 to 1,000 feet. The average bottom width of 
the channels is 649 feet and the minimum 300 feet. The canal 
will have a minimum depth of 41 feet. 

Vessels will be able to pass through the entire length 
of the canal in 9% to 11 hours, according to size. 

The Isthmus Canal Commission owns the railway across 
the Isthmus with all the property and franchises appertain- 
ing to the same, and the steamers that ply between Colon 
and New York. 

The commission has about 45,000 employes on its roll, 
including 5,000 Americans. Of the total, 5,900 employes are 
on the railroad. About 4,500 of the whole number are on 
the gold pay roll and the remainder are on the silver pay 
roll, which means Panama currency. 

Compensations of the Canal. 

An improvement of such magnitude in the outlay of labor, 
time and money as the Panama Canal will represent when 
completed, ought to confer some corresponding benefits in 
the saving of time, labor and money. 

All these factors were taken into consideration before the 
first serious step in launching the enterprise was made. It is 



190 San Francisco's Ocean Trade — Past and Future 

always wise to weigh the probable results of an undertaking 
before assuming the responsibility of the task. 

It is absolutely certain that the Panama Canal will bestow 
some advantages not alone to the United States, but to the 
world at large. That has been true of every similar national 
and international enterprise, and this will be no exception. 

These advantages will doubtless exceed the most extrava- 
gant anticipations along some lines, while at the same time 
they may fall shor,t of even conservative estimates in other 
directions. Temperaments have much to do in measuring 
antiticpated results of any action. 

One result of the completed Panama Canal is beyond the 
shade of a doubt. It will open a new water way around the 
world. But that is not all, nor the chief benefit. It will 
open a much shorter water route between certain ports than 
has ever existed. 

The shortest all-water route between Liverpool and San 
Francisco is by way of the Straits of Magellan. 

"When the Panama Canal is opened for traffic there will 
be a saving of 5,660 miles over the Magellan route, and a 
corresponding saving with South American, Central Ameri- 
can, Mexican and Australian ports. 

Between Liverpool and Hongkong there will be a saving 
of 5,379 miles over the route by way of the Straits of 
Magellan. 

No other ship canal has been able to effect such a saving 
between ports of such distance from each other. 

In connection with the saving of time, and as an inevi- 
table fruit of the same, there will be a saving in expense on 
every trip that will be made by every vessel in the service. 

In the transportation of freight between domestic Atlan- 
tic and Pacific ports there must of necessity be great advan- 
tages to importers and shippers. 

There always has been and there always will be a large 
volume of interchangeable products to pass over the route 



San Francisco's Ocean Trade — Past and Future 191 

in both directions at much more reasonable rates and in 
much better condition than hitherto. 

The same conditions will be realized in the trade between 
Pacific Coast ports and European ports to the advantage 
of all concerned. 

There will be a good many passengers to avail them- 
selves of the canal route, and a large and much needed 
immigration from Europe to the Pacific Coast will follow. 
The representatives of several big European steamer lines 
promise through trips. 

Domestic Atlantic trade with the Orient will be of little 
advantage to domestic Pacific ports, and it never has been 
of much account. 

But apart from all commercial benefits of the Panama 
Canal, it was regarded as an absolute necessity from a mili- 
tary point of view, and even that object alone is justifica- 
tion for the outlay. 

Other Ship Canals. 

The building of a ship canal is not a new thing under 
the sun. Such a waterway is no longer an experiment. 
There are several of these canals of variable length and cost 
in the world, meeting a variety of purposes and needs. So 
far as known, they have proved to be good investments, if 
not from a money standpoint to the promoters, they have to 
the great convenience and economical advantage of those 
who navigate the great waters or who are in any way inter- 
ested in the ocean carrying trade. 

The Languedoc Canal saves a voyage of about 2,000 
miles through the Straits of Gibraltar. This is a lock canal 
and is 148 miles long. 

The Suez Canal, between the Gulf of Suez and Alexan- 
dria, saves 3,750 miles on the route to India. This is a 
sea-level canal, and the only one of that kind in existence. 



192 



San Francisco's Ocean Trade — Past and Future 



This enterprise first began to attract serious attention 
in 1849, which crystallized in a more definite form in 1854, 
when Ferdinand Lesseps became associated with it. Many- 
obstacles and prejudices had to be overcome before a start 
could be made. 

Work was not actually commenced until near the close 
of 1860, and it was about ten years later before the canal 
was opened for traffic. 

From 25,000 to 30,000 men were employed in the con- 
struction. The drifting sand made the progress slow and 
embarrassing. 

A small canal for fresh water had to be opened in con- 
nection with the work. 

The geographical length of the Suez Canal is 88 miles, 
of which 66 miles was formed by cutting for the canal, 14 
miles by dredging through connecting lakes, while 8 miles 
of the waterway was of the required depth, and therefore 
already made available. 

The canal has a navigable depth of 26 feet for a width 
of 72 feet at the bottom. There are two breakwaters of 
concrete blocks at Port Said, enclosing 450 acres of water 
of a depth of 13 to 14 feet, and 25 to 28 feet in the channel 
leading to the canal. There is also a breakwater at Suez, 
and also two large basins and a dry dock. 

At first, it required about three days for vessels to get 
through the canal by daylight. Electric lights installed in 
March, 1883, have since reduced the time to 16 hours. 

The cost of the Suez Canal and its accessories was about 
£20,000,000. 

It was the project of Said Pasha, Viceroy of Egypt. 
Some progress had been made prior to his death. His 
brother succeeded, but declined to go on with the enter- 
prise. The Viceroy was reimbursed for the outlay, and the 
French completed the undertaking. The canal was opened 
in November, 1869. 



San Francisco's Ocean Trade — Past and Future 193 

In 1870, the number of vessels passing through the canal 
was 486, representing 654,915 tons of tonnage, and the 
receipts were £206,373. 

Since then an appreciative use has been made of this 
waterway by vessels from domestic Atlantic and European 
ports. 

With few exceptions, each succeeding year has shown 
an increase in business over the preceding one. 

In 1880, the number of vessels passing through the canal 
was 2,022, representing 4,344,500 tons of tonnage and 
reeipts of £1,629,600. 

In 1890, the number of vessels using the canal had 
increased to 3,389, representing 9,749,129 tons of tonnage, 
while the receipts were £2,679,340. 

At the end of the third decade, say in 1900, the number 
of vessels passing through the canal was 3,441, represent- 
ing 9,738,152 tons of tonnage, and receipts of £3,624,944. 

Eleven different nationalities used the canal in that year. 
As in every preceding year, the British flag predominated, 
having been observed on 1,905 vessels of 7,389,200 tons of 
tonnage. In number of trips this is 55 per cent of the whole 
number made by all flags that year, and in aggregate ton- 
nage represented it is about 62 per cent. 

Germany followed Great Britain that year with 325 
trips of 1,194,100 tons of tonnage, then France with 202 
trips of 808,000 tons and then HoUand with 206 trips of 
532,300 tons. 

The other seven flags were represented by trips varying 
in number from 78 to 8 and by aggregate tonnage from 
265,400 to 6,600. 

At the tail end of the fleet passing through the canal 
was the great United States, once a maritime nation second 
to no other, with three trips of 6,627 tons. Whether this 
total represented one vessel making three trips during the 
year or three vessels is not stated. 



194 San Francisco's Ocean Trade — Past and Future 

The report of the Suez Canal for 1910 shows that 4,533 
trips were made, representing 23,054,900 tons of tonnage 
and receipts of 127,251,233 francs, approximating $25,450,- 
200 in American money. 

That was the best year in the history of the canal. The 
amount of tonnage for that year shows an increase of 
7,647,400 tons over the previous years, or nearly 50 per cent, 
which is greater than for any previous year since 1872. The 
increase from 1900 was about 130 per cent. 

Of the tonnage passing through the canal last year, 
14,365,500 tons was under the British flag, 3,620,000 tons 
under the German flag, 1,249,700 tons under the French 
flag and 1,196,200 tons under the Dutch flag. 

The toll for passing through the canal was first fixed at 
10 francs per net ton of tonnage, but was soon afterwards 
raised to 10 francs per gross tons, and a little later the same 
rate was again made applicable to the net ton, with a varia- 
ble surtax. The latter was subsequently abolished, and in 
1887 the tax was reduced to 9% frances. It was in that 
year that a night service was introduced under suitable 
light regulations. 

In more recent years the toll has been 7% frances per 
net ton. The vessels in 1910 were sent through the canal 
on an average of 16 hours and 42 minutes. 

Panama-Pacific Exposition Company. 

This organization was perfected in 1910, and immediately 
started a campaign for funds to finance an exposition to 
commemorate the completion of the Panama Canal in 1915, 
to which all the world should be invited. 

After securing individual pledges for $7,500,000 and 
State and municipal authority to levy a tax of $10,000,000 
more, to be apportioned equally between San Francisco and 
the State, a large and influential committee was sent to 



San Francisco's Ocean Trade — Past and Future 195 

Washington to obtain a favorable vote from Congress endors- 
ing San Francisco as the proper place for holding the expo- 
sition. 

By persistent, united and energetic efforts, the commit- 
tee finally succeeded in securing such recognition against all 
other claimants. 

As soon as a certain percentage of the $17,500,000 has 
been actually paid up for this object, the President is 
authorized to formally and cordially invite all nations to 
participate in the exhibition of their industries along all 
lines to the end that the exposition may be a credit to all 
concerned and commensurate with the importance of the 
event it is intended to commemorate. 

So far, every step appears to have been made in the 
right direction, according to well digested plans and pur- 
poses. 

Much enthusiasm has been displayed in formulating 
plans and in the execution of the same, and the unity of 
feeling has been remarkable. This is a good sign, and it 
augurs well for the complete success of the enterprise. 

San Franciscans have never undertaken any project 
unitedly without accomplishing the object in view. There 
have been many illustrations along this line. 

In early days, when crime became too rampant to be sup- 
pressed by the legalized agencies created for that purpose, 
the people took the matter into their own hands, and cleaned 
the town of the rough and disorderly elements. When an 
attempt was made to flood the State with inferior money, it 
was settled in a single day. 

It is only necessary to carry the present unity of feeling 
over the exposition in the preparation and execution of 
the work yet to be undertaken, to make the event to be 
celebrated one of the greatest of the kind in the world's 
history. 



196 San Francisco's Ocean Trade — Past and Future 

The site has been selected, and engineers and architects 
are working out their plans. President Taft has accepted 
an invitation to break ground for the improvements on 
October 14th. 

Heavy Demand for American Ships. 

Old Glory, as the American flag is frequently designated, 
was in its glory in 1853, when the tonnage arrivals of sail 
vessels at San Francisco from domestic Atlantic ports num- 
bered 346, representing 260,223 tons of tonnage, with 
freight earnings of $9,911,400 on the cargoes. 

Never before, perhaps, and certainly not since, have the 
arrivals from that source been as numerous. 

Every available vessel on the Atlantic side flying the 
American flag was pressed into the service for that year's 
work at such remunerative rates that made American 
bottoms the envy of the owners of foreign bottoms. 

The sail arrivals at San Francisco in 1853 included 189 
of 156,986 tons from New York, 103 of 76,570 tons from 
Boston, and 54 of 26,717 tons from Philadelphia, Baltimore 
and other domestic Atlantic ports. These vessels averaged 
752 tons. 

The monthly arrivals from those sources in that year 
varied from 40 in January to 16 in December, an average 
of 29 for every month in the year. 

Prominent Shippers, Past and Present. 

In March, 1847, the only merchant ship in port was the 
Vandalia, and she was probably consigned to Howard & 
Melius, whose place of business was on Montgomery street, 
between Clay and "Washington, or at the edge of the waters 
of the bay at high tide. 

Between 1848 and 1852, the number of persons or firms 
engaged in receiving or shipping freight in the ocean carry- 
ing trade increased rapidly. Many of these early shipping 



San Francisco's Ocean Trade — Past and Future 197 

firms were from the West coast, while others were from the 
Atlantic side. 

Among these were Agard, Foulkes & Co., Alsop & Co., 
William T. Coleman, Cross & Co., Falkner, Bell & Co., Flint, 
Peabody & Co., Freeman, Smith & Co., Isaac Friedlander ? 
James De Fremery, DeWitt, Kittle & Co., Dickson, DeWolf 
& Co., Daniel Gibb & Co., George Howes & Co., C. Adolphe 
Low, J. C. Merrill & Co., Macondray & Co., Parrott & Co., 
Moore Bros., Stevens, Baker & Co. 

All these firms were in existence in 1870, and many 
others had been added during the interval, while some of the 
later ones had dropped out. 

In March of that year there were 28 vessels en route from 
domestic Atlantic ports and 39 from foreign ports, exclusive 
of the steamers in the regular passenger lines. 

The shipping firms in business here in March, 1870, 
embraced Augur, Christiansen & Co., Balfour, Guthrie & 
Co., N. Bichard, Charles Wolcott Brooks & Co., A. Craw- 
ford & Co., P. C. Dart, Albert Dibble, Forbes Bros., B. Feur- 
stein & Co., Gildermeister Meucke & Co., Hellman Bros., 
McNear Bros., John Mel & Son, T. Lemmon Meyer, Henry 
Lund & Co., Pascal Dubedat & Co., J. Pinet, Eodgers, Meyer 
& Co., John Eosenfeld, Piatt & Newton, A. E. Sabatie, 
Morris Speyer, Castera & Lacour, Vernon Seaman, A. M. 
Simpson & Co., Williams, Blanchard & Co., A. Vignier, C. L. 
Taylor, Welch & Co. 

Very few of the shipping houses in existence at one time 
or another prior to 1871 are now in operation, and many of 
the vacancies have never been filled, owing to the concen- 
tration tendency of the times. 

The leading shipping firms now in business embrace 
Balfour, Guthrie & Co., Girvin & Eyre, W. R. Grace & Co., 
Hind, Eolph & Co., J. & A. Brown, Henry Lund & Co., 
McNear & Co., Meyer, Wilson & Co., J. J. Moore, Parrott 



198 San Francisco's Ocean Trade — Past and Future 

& Co., Strauss & Co., Welch & Co., Williams, Dimond & Co. 
These are exclusive of the regular steamship Hues. 

Of the 60 graiu vessels cleared iu the last fiscal year, 
25 were cleared by Balfour, Guthrie & Co., 6 by Girvin & 
Eyre, 7 by Hiud, Rolph & Co., 8 by McNear & Co., and 11 
by Strauss & Co. 

Future of American Marine. 

The American flag, once so prominent on the merchant 
marine in foreign ports, has of late years been significantly 
absent, and that large class of citizens in foreign lands who 
have never ventured beyond their own sea coast know noth- 
ing about the American flag, nor what it stands for in the 
family of nations. 

Various attempts have been made in the last thirty or 
forty years to restore the prestige once enjoyed by the 
American marine in the ocean carrying trade of the world. 

It is thought that this could have been done in either 
one of two ways, namely, by subsidies or by according 
American registry to foreign built ships. So far, Congress 
has utterly refused to adopt either measure. 

Great Britain, France, Germany and Japan have granted 
subsidies to vessels carrying their flags, and with appar- 
ently some good results, though perhaps not in all cases as 
satisfactory as could be desired or as anticipated. Still 
this course has had the effect of increasing the merchant 
marine of these countries. 

For want of some inducement other than now exists to 
build and run American ships, the Government has been 
obliged to charter foreign bottoms to carry coal from domes- 
tic Atlantic to domestic Pacific ports for its Navy. In doing 
this it has violated its own customs regulations, and has 
done what it would heavily fine any private citizen for 
doing. 



San Francisco's Ocean Trade — Past and Future 199 

If the Government cannot get American ships to do its 
own freighting, it should build its own ships for that pur- 
pose. What it is now doing in the use of foreign ships to 
carry coal between the Atlantic and Pacific is open to criti- 
cism and has been frequently censured. 

Six British steamers of 18,000 tons register arrived at 
this port in August, 1911, from Virginia, with coal for the 
Government. 

The Government can well afford to grant, under 
restricted conditions, American registry to foreign built 
ships. It is claimed by some that even this concession will 
fail to increase the merchant marine of the country. But 
it is worth a trial. The Government might insist on the 
option of the use of such ships in case of emergency. 

The opening of the Panama Canal will add materially to 
the volume of freight between the Atlantic and the Pacific, 
and American citizens should be favored to the fullest extent 
possible in the use of the waterway. 

In 1861, American tonnage in the foreign trade of the 
United States amounted to 2,496,900 tons. That was the 
largest total ever reached, and included 102,600 tons under 
steam. The American people were justly proud of the 
prominence of American shipping in the foreign trade at 
that time. 

A half century has since elapsed, and the total of Ameri- 
can tonnage in the foreign trade is 800,000 tons, of which 
75 per cent is under steam. 

It is claimed that Americans now own and operate 
1,600,000 tons of tonnage under foreign flags. This total 
includes the steamers in the famous White Star line, a New 
Jersey corporation. 

So long as steamers can be built in foreign shipyards at 
one-half the cost of building the same in this country, some- 
thing must be done to overcome that difference. American 



200 San Francisco's Ocean Trade — Past and Future 

registry to foreign built ships is insufficient and unsatisfac- 
tory. It is desirable that the ships should be built in this 
country. The last annual report of the Cramp's plant in 
Philadelphia showed an insignificant net surplus. 

The cost of running American steamers greatly exceeds 
that of foreign steamers, but under more favorable naviga- 
tion laws this expense could be modified without detriment 
to the service. 

U. S. Navy at the Golden Gate. 

Probably one of the finest exhibitions in the marine line 
ever witnessed at this port was the entrance through the 
Golden Gate in May, 1908, of the large fleet of warships 
from the United States Navy in the notable voyage around 
the world. 

The sight was both imposing and instructive to the many 
thousands who witnessed it, some of whom had never seen 
such an array of warships before, and they are not likely 
to see another equally as magnificent again, at least not 
until the exposition in 1915. 

It was truly an inspiring scene. It stirred anew the 
patriotism always existing in every lover of his country. It 
added a little to the stature and strength of every beholder. 

The place assigned in the bay to this large fleet was 
excellently chosen, and the thousands who daily used the 
numerous ferries during the stay of the fleet were highly 
favored. 

The sending of this fleet around the world was a good 
object lesson to people in every port of call. There is a 
better appreciation and more respect for the United States 
in foreign countries than previously existed, and the experi- 
ence will have an abiding influence for many years. 

An American Line with a Record. 

If the history of the Pacific Mail Steamship Company 
should ever be written, it will be a contribution to marine 



San Francisco's Ocean Trade — Past and Future 201 

intelligence worth reading and of profound interest. It is 
the oldest American steamship company in existence. 
Started in April, 1848, over sixty-three years ago at this 
writing, it has maintained a varied and uninterrupted ser- 
vice amid all conceivable impediments, including competi- 
tion by rival lines, some of which were installed from mer- 
cenary motives, together with losses by fire and other perils 
incident to all water transportation agencies. 

Its history is intimately interwoven with that of Cali- 
fornia, but antedates it by two years. The indebtedness of 
the one to the other has been about evenly divided. In the 
early years, its steamers brought thousands of people to 
work its mines, till its soil and put in manufactured form 
such of its products as required this handiwork. 

The company has shared to some extent the prosperity 
of the State and suffered alike with it during the lean years. 
But it has never gone back on the State it has helped to 
build up. It has maintained a generally satisfactory service 
on all the routes it has ever covered in the largest of the 
five great oceans of the world. It has upheld the flag of the 
country for a longer period than any other line. 

Incorporated with a capital of $500,000 in 1848, but 
without a single steamer at its disposal, it entered at once 
upon the construction of a fleet that in twenty years num- 
bered twenty-five, independent of those lost during that 
interval. All this was accomplished with but little aid from 
the Government in the way of subsidy for carrying the 
mails. There was a subsidy of $200,000 per annum for a 
few years for carrying the mails from New York to San 
Francisco and Portland, and upon the opening of the China 
line a further subsidy of $500,000 for a few years. There 
may have been other small subsidies on the other routes 
covered for limited periods, but they are not recalled. 

The founders of the line, as represented by Aspinwall, 
Howland and Chauncey, were just the kind of men to head 



202 San Francisco's Ocean Trade — Past and Future 

an enterprise of this kind. They had been tried in other 
departments of business and finance, and were thoroughly 
seasoned for the new adventure. When these gentlemen 
undertook this work, the discovery of gold in California 
had not been made public, and their undertaking therefore 
was all the more heroic. But they were equal to the new 
responsibilities which that discovery thrust upon them. It 
is fortunate that such was the case, for incompetent men 
would have failed to meet the emergencies of the hour. 

As bearers and distributors of the California gold, the 
company held a position of responsibility second to no other 
then in existence. The Civil War of 1861 to 1864 greatly 
accentuated this responsibility. Steamers with one million 
in gold were worth going after by piratical crews. This was 
especially true of the company's steamers from Aspinwall 
to New York. So great was this peril on that route that 
a Government war steamer was detailed to act as a convoy 
on the most dangerous part of the route. At that time the 
country had no gold to spare, and its paper money was 
worth only 40 cents in specie to the dollar. Next to the 
army, California's gold was the most valuable asset of the 
Government at that time. 

The company of course had its trials, both internal and 
external. On the Atlantic side especially, Commodore Van- 
derbilt was a source of irritation, and also to some extent 
on the Pacific side. This eventually led to a division of the 
service, Mr. Vanderbilt taking complete possession of the 
Atlantic route and the Mail Company of the Pacific. Tired 
of this service, Vanderbilt sold his steamers to outside par- 
ties, and they in turn sold them to the Pacific Mail Com- 
pany, which retained the through service until 1893, when 
the Government undertook the service between Colon and 
New York, purchasing the company's steamers on that 
route. 



San Francisco's Ocean Trade — Past and Future 203 

In the earlier years of its history, there were occasional 
reports of differences affecting the internal management of 
affairs. It was said that stock jobbers sometimes got con- 
trol of the shares, and pnt in men who knew more about 
manipulating stocks in Wall Street than they did about 
manipulating ships on the sea, and who naturally put in 
their best work where they were most at home, and got their 
reward, not in well-earned salaries so much as in the profits 
from stock deals. From a par value of 100, the shares have 
vibrated from 300 down to 30. This was the range that pre- 
vailed prior to 1887. How many fortunes have been lost 
and won in these manipulations it is impossible to tell. 

For many years the stock was a favorite gamble in Wall 
Street. All sorts of rumors were put in circulation from 
time to time to inflate or depress values, the manipulators 
making quite as much out of these deals whether operating 
on the bear or the bull side of the market. The legitimate 
vicissitudes of the company have also been an element in 
the same line. The loss of a single steamer has knocked 
many per cent from the value of the shares. In the first 
seven months of 1887 the price of the shares varied from 
58 in April to 38 in August. 

During those forty years there were also rumors of 
attempts to unduly influence legislation, both State and 
Federal. Such charges against corporations, whether just 
or unjust, have been made from time immemorial, and they 
will probably continue to be made to the end of the ages. 

As a matter of history, it may be stated that in the spring 
of 1867, the New York Legislature had a committee inves- 
tigating alleged mal-administration of the company's affairs, 
but the report of that committee fully exonerated the direc- 
tors. There is a class in every large community that delights 
to assail corporations for all sorts of unlawful things, who 
would not dare to make the same charges against the indi- 



204 San Francisco's Ocean Trade — Past and Future 

viduals forming such corporations in matters pertaining to 
their private business. 

In the first twenty years of the company's business it 
built up a fleet of 25 steamers, including the America and 
Japan, on the stocks at the end of that term. The list 
included the Henry Chauncey, New York, Ocean Queen, 
Eising Star, Northern Light, Ariel, Champion, Arizona, 
Costa Rica, and Clara, together with the new steamers Great 
Republic, China, Japan and America on the Atlantic, and 
the Colorado, Hermann, Golden City, Constitution, Golden 
Age, Sacramento, Montana, St. Louis, Sonora, California and 
Taboga on the Pacific. 

These steamers, with a single exception, registered from 
1,000 to 4,000 tons, most of them being from 2,000 to 4,000 
tons. Four of them were new in 1867. These were the 
America, China, Great Republic and Japan, each costing 
about $1,250,000, or $5,000,000 for the four. Most of the 
others cost from $250,000 to $500,000, showing that the com- 
pany had in 1867 about $10,000,000 in steamship property. 
All these were side-wheelers. 

Twenty years later, or in 1887, hardly one of these was 
in existence as a steamer, though the hulks of two or more 
might be found in service under sail or as store ships. That 
was a good deal of property to be wiped out in twenty 
years, as the company did not insure its steamers in the 
early years, and the only realizable asset was the pittance 
obtained from the sale of the steamers to be broken up for 
junk. Two of the big paddle-wheelers of 1867 ended their 
days in smoke on Asiatic shores, another was wrecked off 
the Oregon coast and the fourth was broken up. 

In no subsequent year has the company owned so many 
side-wheelers as in 1867. That appears to have been the 
turning point in the construction of such steamers for the 
Pacific Mail service. The inauguration of the China trade 
is what did the business for the side-wheelers. 



San Francisco's Ocean Trade — Past and Future 205 

President McLane, however, as late as April, 1868, 
strongly favored side-wheel steamers, and his firm stand on 
that proposition at that time provoked much adverse criti- 
cism. The experience of the side-wheel steamer Golden Age 
on her first and only trip hence to Japan in 1869 was just 
what had been predicted of side-wheelers when caught in a 
typhoon. It is true the Golden Age outrode that storm, and 
survived to do years of good service in the China Seas. But 
her escape was more providential than otherwise, as the 
typhoon ceased almost immediately upon striking the vessel. 
She was thrown on her beam ends and the fires put out. 
Yet she was soon righted by the cutting away of her hurri- 
cane deck, the ability to work one of her wheels and the 
sudden cessation of the storm. 

If the directors of the Pacific Mail had not already deter- 
mined to cease building steamers of that class for the China 
trade, the narrow escape of the Golden Age in the winter 
of 1869 would have decided them. It appears that the 
stockholders indorsed this view of the directors by retiring 
Allan McLane from the presidency of the company about 
the same time that the building of side-wheelers in the China 
trade was abandoned. At least this was the view the two 
events so closely allied suggested to the outside public. 

For five years following the opening of the China line, 
though not particularly as a result of that enterprise, but 
rather through business depression and other causes, the 
Pacific Mail did not make much headway. In 1872, the 
company owed $3,500,000, and had only one iron steamship 
paid for, the Honduras. 

In seven years thereafter the company built a fleet of 
iron steamers costing $9,500,000, three-fourths of which sum 
came out of the earnings. In 1879, the company's fleet 
embraced sixteen iron steamships, all screw propellers, and 
four wooden side-wheelers. This list included the City of 
Peking and City of Tokio, each 5,080 tons, which were the 



206 San Francisco's Ocean Trade — Past and Future 

largest steamers then afloat in the China trade. Under the 
new tonnage law of November, 1882, the tonnage register 
of these vessels was reduced to 3,129 tons. At that time 
there were but few steamers in service anywhere with a 
larger registered tonnage. The exceptions as then recalled 
were the British steamers City of Kome, 4,015 tons, and Ser- 
via, 3,971 tons, and the French steamer Le Bretagne, 3,907 
tons. The Servia had then only recently come off the stocks. 
Neither of these steamers is now in existence. The City of 
Peking and the City of Tokio were the largest steamers 
under the reduced tonnage flying the American flag in any 
part of the world at that time. 

Commencing in 1848, with a paid-up capital of $500,000, 
additions were made from time to time, mainly in the form 
of scrip dividends, until the total reached $20,000,000. There 
were no cash dividends paid until May, 1856, or eight years 
after its organization and seven years after it had three 
steamers running between Panama and San Francisco. 

The first dividend was 10 per cent, which was paid in 
May, 1856, and a second dividend of 15 per cent was paid in 
the following November, making 25 per cent so disbursed in 
1856. The nominal capital at that time was $4,000,000, 
though only $3,691,000 was entitled to the dividend. 
Twenty-five per cent in one year was not a bad thing to 
take, even in the days of old and the days of gold. 

But in 1857, the company did better still, giving stock- 
holders three 10 per cent dividends, or 30 per cent. That 
was the largest cash dividend the company ever paid in a 
single year. 

In 1860, the full capital stock of $4,000,000 was paid up, 
and remained at that figure until 1865, when another $1,000,- 
000 was added. This was on August 20th. A month later 
there was a scrip dividend equal to 50 per cent of the paid- 
up capital, which of course increased the same to $7,500,000. 



San Francisco's Ocean Trade — Past and Future 207 

On June 1, 1866, an addition of $2,500,000 was called in 
from stockholders, thus increasing the capital to $10,000,000. 
In October of the same year, 50,000 additional shares were 
issued, making the capital $15,000,000, and on January 2, 
1867, a dividend of 50,000 shares was given to stockholders, 
which further increased the capital to $20,000,000. 

No further change has been made in the capital stock 
from that day to the present. Of this capital, as will have 
been observed, $7,500,000 was paid in cash and $12,500,000 
in the form of stock dividends, of which $2,500,000 was dis- 
tributed in 1865, and $10,000,000 in two equal amounts in 
1866 and in 1867, respectively. 

Cash dividends were maintained every year from 1856 
to 1867, but at irregular rates and intervals. In 1858 there 
were three of these dividends amounting to 26 per cent, 
followed by one of 10 per cent in 1859, and two of 10 per 
cent in 1860. In 1861, there were three of 5 per cent each, 
and in the following three years four quarterly dividends 
of 5 per cent each were paid. In 1865, there were three 
dividends amounting to 15 per cent, one of 5 per cent and 
one of 2% per cent. In 1866, the dividends were paid bi- 
monthly, four of them being at 5 per cent and two at 2^ 
per cent. In 1867, there were four dividends, aggregating 12 
per cent. No dividends in 1868, but three of 9 per cent in 
the aggregate in 1869. 

There were no further cash dividends until 1884, when 
three, aggregating 3% per cent, were paid. There were no 
dividends in the following two years, but in 1887 there 
were four, equal to 1% per cent per quarter. 

The total cash dividends paid from 1856 to 1887, both 
years inclusive, amounted to $15,456,510. This was not a 
very large sum to distribute among stockholders in the way 
of cash dividends by a big corporation that had been in 
existence for practically forty years, and yet this amount 



208 San Francisco's Ocean Trade — Past and Future 

was just double the sum that the stockholders had paid into 
the company on account of capital stock. These 75,000 
shares cost the subscribers $100 per share, or $7,500,000. 
If they had been selling at par in 1887, when the last of the 
above dividends was paid, the stockholders could have said 
that they had received in cash two dollars for every dollar 
they had put into the company, but as previously men- 
tioned, Pacific Mail shares in 1887 sold at 58 to 38. 

In addition to the cash dividends, however, the stock- 
holders had received prior to 1868 through stock dividends 
a total of 125,000 shares of capital stock, having a par 
value of $100 per share, equal at that rate to $12,500,000, 
but worth not one-half of that sum as based upon the aver- 
age selling price in the open makret in 1887. 

The date is not at hand to show how long after 1887 
these cash dividends were maintained, even at the low rate 
of 5 per cent per annum. As far as can now be recalled 
they were soon afterwards suspended for a time. 

It is known that in 1896 a dividend of 1 per cent was 
paid, while for the following three years there were further 
cash dividends of 2, 2% and 3 per cent per annum, re- 
spectively. 

There have been no cash or other dividends paid since 
1899. In 1892 the stock was much depressed, with some 
reported sales at 9 to 11, with C. P. Huntington as the pur- 
chaser. 

In November, 1900, the Southern Pacific Company suc- 
ceeded in acquiring 100,050 shares of the capital stock, 
representing a par value of $10,050,000, which, of course, 
gave to that corporation a control of the business. 

Since 1867, the capital stock has been $20,000,000, in 
200,000 shares. Several attempts were made prior to 1887 
to reduce this capital, but they did not meet with favor. 
Expansion is always more popular than contraction. 



San Francisco's Ocean Trade — Past and Future 209 

The omission of dividends in 1885 and 1886 was the oc- 
casion for one of these attempts at reduction of capital. 

Just before the first dividend of 1 per cent in 1887, the 
financial statement showed a cash balance of $530,000, while 
the outstanding liabilities were only $100,000. The payment 
of that dividend still left a cash balance of $230,000 in excess 
of liabilities. 

After the payment of the last dividend in 1899, the man- 
agement determined to devote the surplus earnings to the 
further improvement of the plant in the way of new steam- 
ers and other changes as needed from time to time. For two 
years after the purchase of the Starbuck in 1885, there 
had not been a single addition made to the fleet. The mag- 
nitude and hazardous character of the business in hand had 
reduced its margin of reserve steamers to a narrow limit, 
and a strong appeal was made to Congress at that time for 
a rebate of duty on materials needed in the construction of 
new steamers. This failed, meeting the same fate as prev- 
ious ones of similar character. At the same time, British 
steamers in the China trade with the United States via the 
Suez Canal, were giving the Pacific Mail much trouble. 

It is no wonder that rumors that the company was to 
abandon this or that route have found circulation every now 
and then during the past decade. With only nominal sub- 
sidies for carrying the mails to foreign ports, that would 
have to be paid to some parties in any event, the company 
has maintained a first-class service on every route it has 
covered, and often at a loss. The Government should have 
more pride in the display of its flag in foreign ports than 
has been exhibited by its conduct in this particular. 

The fiscal year of the Pacific Mail Company ends on 
April 30th. For the last six fiscal years, ending with April 
30, 1911, the earnings from all sources for each year and 
the surplus or deficit at the end of each year, have been as 
follows : 



210 San Francisco's Ocean Trade — Past and Future 

In 1905-6, earnings $5,724,337; surplus $282,885. 

In 1906-7, earnings $4,839,245 ; surplus $130,464. 

In 1907-8, earnings $4,336,312; deficit, $428,817. 

In 1908-9, earnings $4,664,944; deficit, $339,685. 

In 1909-10, earnings $4,853,374; deficit $214,577. 

In 1910-11, earnings $4,974,819; deficit $199,276. 

For the year 1910-11 there was $354,457 charged for de- 
preciation and extraordinary repairs. 

It is presumed that such a course was the rule in the 
other years before determining the surplus or deficit for 
the year. 

In the last fiscal year the ordinary disbursements were 
$4,819,638, or $155,181 less than the receipts. But after 
charging off $354,457 for depreciation and extraordinary 
repairs, this net income of $155,181 was changed to a deficit 
of $199,276. 

During the last six fiscal years, Pacific Mail Company 
shares in New York have ranged from 53 in December, 
1905, to 19 two years later. The lowest point in 1905 was 33. 

The extremes for the subsequent years have been as fol- 
lows : In 1906, from 51 in January, to 29 in June ; in 1907, 
from 41 in January, to 19 in December; in 1908, from 29 in 
January, to 24 in August, rising to 40 in December ; in 1909, 
from 29 in February, to 45 in December; in 1910, from 43 
in January, to 23 in July; in 1911, from 23 in April, to 31 
in August. Fractions omitted. 

The Pacific Mail Company now owns about 20 iron or 
steel propellors, representing a net registered tonnage of 
about 70,000 tons. 

It operates a tri-monthly line from San Francisco to 
Panama via Mexico and Central America ports; a semi- 
monthly express line to New York via the Isthmus; a tri- 
monthly line to Hongkong via Honolulu and Yokohama, 
with a monthly detour to Manila. 



San Francisco's Ocean Trade — Past and Future 



211 



OCEAN TONNAGE ARRIVALS 

Following is a statement of net registered tonnage arrivals annually 
in the ocean trade of San Francisco from 1848 to 1911: 



Calendar 


Foreigi 


1 Trade 


Domestic Trade 


Combin< 


id Trade 


Years 


Steam 


Total 


Steam 


Total 


Steam 


Total 


1848 




23,000 


1,000 


27,000 
259,000 


1,000 
18,600 


50,000 
392,600 


1849 


' 13,66o' 


133,600 


5,000 


1850 


30,000 


165,000 


10,000 


325,000 


40,000 


490,000 


1851 


62,800 


198,800 


12,000 


314,000 


74,800 


512,800 


1852 


70,300 


230,300 


13,000 


310,000 


83,300 


540,300 


1853 


83,400 


234,100 


15,000 


324,900 


98,400 


559,000 


1854 


79,000 


180,100 


16,000 


302,500 


95,000 


482,600 


1855 


74,600 


154,600 


14,000 


337,500 


88,600 


492,100 


1856 


71,800 


155,900 


17,000 


287,500 


88,800 


443,400 


1857 


48,700 


133,800 


20,000 


291,600 


68,700 


425,400 


1858 


100,500 


200,000 


18,000 


272,700 


118,500 


472,700 


1859 


122,700 


230,700 


21,000 


365,900 


143,700 


596,600 


1860 


102,300 


202,400 


35,000 


335,400 


137,300 


537,800 


1861 


83,300 


205,600 


40,000 


389,000 


123,300 


594,600 


1862 


135,000 


256,400 


41,300 


381,500 


176,300 


637,900 


1863 


148,300 


290,700 


38,000 


368,000 


186,300 


658,700 


1864 


171,900 


335,900 


42,000 


403,500 


213,900 


739,400 


1865 


151,900 


302,700 


50,000 


387,200 


201,900 


689,900 


1866 


158,200 


329,200 


64,200 


411,000 


222,400 


740,200 


1867 


183,500 


340,300 


90,600 


575,200 


274,100 


915,500 


1868 


256,100 


448,900 


101,000 


640,500 


357,100 


1,089,400 


1869 


205,900 


413,900 


119,200 


757,100 


325,100 


1,171,000 


1870 


161,700 


367,800 


149,500 


681,900 


311,200 


1,049,700 


1871 


186,800 


381,100 


156,500 


694,000 


343,300 


1,075,100 


1872 


196,200 


499,200 


159,200 


733,700 


355,400 


1,233,900 


1873 


216,500 


549,300 


162,000 


740,800 


378,500 


1,290,100 


1874 


267,900 


682,500 


192,700 


859,600 


460,600 


1,542,100 


1875 


284,100 


607,100 


257,700 


974,800 


541,800 


1,581,900 


1876 


272,500 


729,200 


282,300 


1,069,700 


554,800 


1,798,900 


1877 


278,400 


606,300 


260,700 


1,019,200 


539,100 


1,625,500 


1878 


286,400 


692,400 


256,500 


954,900 


542,900 


1,647,300 


1879 


291,800 


669,800 


255,600 


933,300 


547,400 


1,603,100 


1880 


298,600 


731,200 


254,000 


927,200 


552,600 


1,658,400 


1881 


335,100 


984,200 


390,800 


1,072,000 


725,900 


2,056,200 


1882 


420,300 


1,059,100 


430,400 


1,208,600 


850,700 


2,267,700 


1883 


306,300 


835,600 


436,800 


1,191,400 


743,100 


2,027,000 


1884 


326,100 


800,600 


422,400 


1,145,700 


748,500 


1,946,300 


1885 


284,200 


751,600 


435,600 


1,156,500 


739,800 


1,908,100 


1886 


369,100 


906,900 


404,400 


1,053,900 


773,500 


1,960,800 


1887 


340,000 


871,100 


510,000 


1,085,000 


850,000 


1,956,100 



212 



San Francisco's Ocean Trade — Past and Future 



OCEAN TONNAGE ARRIVALS— Continued 



Calendar 


Foreign Trade 


Domest 


ic Trade 


Combin 


3d Trade 


Years 
















Steam 


Total 


Steam 


Total 


Steam 


Total 


1888 


350,000 


952,400 


525,000 


1,112,300 


875,000 


2,064,700 


1889 


390,800 


1,062,900 


520,000 


1,119,800 


910,800 


2,282,700 


1890 


400,000 


981,500 


636,000 


1,144,300 


1,036,000 


2,125,800 


1891 


517,500 


1,364,800 


648,000 


1,172,900 


1,165,500 


2,537,700 


1892 


464,600 


1,137,700 


642,000 


1,181,600 


1,106,600 


2,319,300 


1893 


522,900 


1,076,400 


763,000 


1,160,600 


1,385,900 


2,237,000 


1894 


533,900 


1,051,900 


791,000 


1,186,200 


1,324,900 


2,238,100 


1895 


551,900 


1,188,400 


784,000 


1,164,400 


1,335,900 


2,352,800 


1896 


651,400 


1,292,600 


862,500 


1,208,600 


1,513,900 


2,501,200 


1897 


510,700 


1,092,700 


960,000 


1,246,100 


1,470,700 


2,338,800 


1898 


562,700 


1,038,500 


1,032,000 


1,354,400 


1,614,700 


2,392,900 


1899 


673,000 


1,142,600 


1,000,000 


1,294,600 


1,673,000 


2,937,200 


1900 


847,400 


1,430,100 


1,040,000 


1,365,000 


1,887,400 


2,795,100 


1901 


950,000 


1,511,400 


1,080,000 


1,396,300 


2,030,000 


2,907,700 


1902 


868,400 


1,523,300 


1,276,000 


1,471,400 


2,144,400 


2,994,700 


1903 


1,015,800 


1,604,200 


1,423,300 


1,812,300 


2,828,100 


3,143,100 


1904 


884,000 


1,307,900 


1,511,100 


1,825,000 


2,395,100 


3,132,900 


1905 


960,000 


1,329,700 


1,563,500 


2,250,200 


2,523,500 


3,579,900 


1906 


1,184,400 


1,432,800 


1,965,300 


2,460,400 


2,949,700 


3,893,200 


1907 


1,317,400 


1,508,500 


1,950,800 


2,752,300 


3,268,200 


4,260,800 


1908 


1,471,000 


1,745,600 


1,979,600 


2,764,100 


3,450,600 


4,509,700 


1909 


1,265,300 


1,464,500 


2,073,100 


2,904,300 


3,338,400 


4,368,800 


1910 


1,604,300 


1,780,300 


2,206,800 


3,059,600 


3,871,100 


4,839,900 


1911 


1,142,500 


1,162,100 


2,707,100 


2,945,400 


3,849,600 


4,107,500 



NOTE — Totals for 1911 covers only first eight months. It is safe 
to add 50 per cent to those totals for the first eight months to cover the 
entire year of 1911. 

To make comparisons complete, tonnage arrivals from the Hawaiian 
Islands since annexation have been credited to the foreign trade as previ- 
ously, while the tonnage represented by the American-Hawaiian steamers 
via Mexico since 1908 has been credited to the domestic trade as previously. 



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